Staff Report d w
9 A ASS CITY OF CIIANIIASSEN
Chanhassen isa Community for Life-Providing for Today and Planning for Tomorrow
TO: City Council
FROM: Kate Aanenson, AICP, Community Development Director
DATE: July 10, 2017
SUBJ: Avienda-Executive Summary- Planning Case#2017-10
Public hearings were held on June 6 &20, 2017 where the Planning Commission recommended
approval of the five motions in the staff report. The requests for a Variance and Conditional Use for
building and grading in the Bluff Creek Overlay district were voted on separately. The motion to
deny the request was approved 4-3 the three other motions were approved 7-0.
Revisions were made to the development plan between the June 6 and the June 20 meetings
including:
• reducing the number of lots from 18 to 17,
• moving the senior housing development further out of the Bluff Creek Overlay District,
• Reducing the commercial square footage by 18,000 square feet and
• Relocating the Hotel site
Other items that the Planning Commission addressed between the meeting on June 6 and June 20
included:
1. Wetland replacement—The Planning Commission asked if some of the wetland replacement
can be placed in the Bluff-Creek Riley-Purgatory(BCRP)Watershed—can the city work
with the ARMY Corp and the Technical Evaluation Panel (TEP)to make improvements to
other local wetlands.
Response: the applicant presented documentation demonstrating that they had looked for
other property to pursue wetland replacement. None of the sites explored were project ready.
Staff is recommending that the applicant contribute$300,000 to the city for water quality
improvement projects within the watershed district.
2. Bluff Creek Overlay district—buildings have been moved to preserve more of the trees.
Response: Staff has reviewed the redesign of the project for the senior housing development.
The developer's proposal reduced the bluff impact to 1.75 acres but staff's recommendation
is to reduce the number of guest parking thus limiting the impact to the Bluff Creek Overlay
District(BCOD). The BCOD will be impacted by the drive serving the senior developments.
Staff and the Planning Commission are still recommending no variance.
3. The retaining wall along the south now has two tiers. More specifics on landscaping in the
area was requested. Plans showed a 20 foot wall with a 26 foot building on top-what is the
visual impact.
PH 952.227.1100• www.ci.chanhassen.mn.us • FX 952.227.1110
7700 MARKET BOULEVARD • PO BOX 147 • CHANHASSEN • MINNESOTA 55317
Planning Commission
Preliminary Plat and Planned Unit Development—Planning Case 2017-10
July 10,2017
Page 2 of 3
Response: The applicant has submitted a perspective of the two tier wall. It will be broken
up by landscaping. Details on this wall have been included in the staff report for the city
council.
4. Review and compare travel lane width along Bluff Creek Boulevard with other roads in the
city. The Commission supported the 16 foot lane width and the Fire Chief recommend 20
foot lane width.
Response: The 16-foot single travel lane separated by a median is unique to Bluff Creek
Boulevard within Chanhassen. The applicant submitted a memo dated June 13,2017
regarding their lane width standards and approach for Bluff Creek Blvd. The memo is
attached to the staff report.
At the June 6, 2017 Planning Commission meeting, the commission requested staff provide
more detail regarding the travel lane width for Bluff Creek Boulevard, including review of
similar sites within the city.
As a 2-lane median separated road, Bluff Creek Boulevard is unique within Chanhassen.
Staff did not find a comparable site within the city. Notably, West 78th Street has a tree-lined
median,but it has a four-lane configuration for the majority of the median separated length.
Below is a summary of concerns related to fire safety and response times for our emergency
vehicles alongside the concerns about traffic calming and pedestrian safety:
Emergency Access Concerns: Traffic Calming Concerns:
• State Fire Code Requirement: an • 16-foot lane meets MnDOT State
approved Aerial Apparatus Road Aid requirements
(minimum of 26 foot width)be
provided when structures reach a • "One research study has found that
vertical distance of 30 feet or narrower lanes on urban and
more. suburban streets were generally
associated with lower crash
• State law requires vehicles to pull frequencies compared to wider
to the right when an emergency lanes."
vehicle is behind them. When
passenger vehicles pull to the right • "Narrower cross sections reduce
on a 16-foot thru lane, emergency crossing distances and have been
vehicles cannot get through. associated with reduced travel
speeds,both direct factors in the
• Concern about reduced response safety of pedestrians."
times due to vehicles becoming a
roadblock. • "Bicycles and pedestrians are
among the most vulnerable
• Concern about response times for roadway users, and vehicular
the existing neighborhoods where speed and exposure are the two
connectivity is limited: The primary factors in non-motorized
Preserve at Bluff Creek, Camden users' crash frequency and
Ridge and Pioneer Pass. severity.
Planning Commission
Avienda—Executive Summary-Planning Case#2017-10
June 20,2017
Page 3 of 3
The quotes are from Toole Design Group's memorandum on lane width dated June 13, 2017.
These concerns are not in competition with one another, rather they must all be considered to
create an effective design. The proposed 16-foot lane width satisfies the concerns about
traffic calming without addressing the concerns for emergency response. Staff is open to
working with the applicant's engineer if there is an option they wish to pursue that can
provide additional pavement width to better accommodate emergency vehicles,but visually
narrow the lanes to provide traffic calming(paint stripes, bike lane, extended concrete
gutters, etc.).
Response: The staff has agreed to work on the design standards prior to final plat.
5. Developer wanted significantly more signage.
Response: City staff is recommending the sign plan that has been prepared in the Design
Guidelines. Staff has agreed to work on this issue before final plat.
6. The Commission wanted to understand the phasing of the development and how the
developer will manage storm water.
Response: Staff has no additional information at this time.
The attached staff report and related documents have been modified to reflect the changes to the
plans. The minutes from the planning commission meeting are included in the consent agenda items
of the City Council packet.
ATTACHMENTS:
1. Memo from Landform—Avienda Additional Information dated June 13, 2017.
2. Memo from Toole—Lane width standards and approach for Bluff Creek Boulevard dated
June 13, 2017.
3. Revised Preliminary Plat dated June 14, 2017
4. Development Plan dated June 13, 2017
5. Housing Sector plan dated June 13, 2017
G:\PLAN\2017 Planning Cases\17-10 Avienda Preliminary Plat&PUD\Executive Summary CC 7-10-17.docx
• •
• •
LANDFORM
From Site to Finish
105 South Fifth Avenue Tel: 612-252-9070
Suite 513 Fax: 612-252-9077
Minneapolis,MN 55401 www.landform.net
June 13, 2017
Kate Aanenson
Community Development Director
City of Chanhassen
PO Box 147
Chanhassen, MN 55317
RE: Avienda —Additional Information
Kate,
We are excited to bring our development application back to the Planning Commission on June 20th
and are providing with this letter additional information to address questions raised by the
Commission and staff:
1. We have refined the alternative concept plan for reduced impacts to the Bluff Creek Overlay
District. We have moved the buildings and parking to minimize the impact to the BCOD,
while ensuring a successful development plan. This revised plan is attached.
2. We have revised the development plan to show how the changes to the BCOD area could
impact the remainder of this regional/lifestyle center. This includes updated area calculations
based on the current concept.
3. We have provided exhibits for the retaining walls. The retaining walls within the project will
be designed to be compatible with the architecture within the project. The tall southern wall
will be tiered and landscape to soften the impact of the wall, which is necessary due to the
70+/-feet of grade change across this site.
4. There was a question about whether wetland mitigation could occur on a site in the city
limits. The wetland permit with the LGU fully outlines the entire process and discussion, but I
offer the following summary:
In a January 25, 2017 City letter from Terry Jeffery to Melissa Barrett(Kjolhaug), Mr. Jeffery
states "in reading the application and from previous conversation with the development
team, there is some level of likelihood that at least some compensatory mitigation will occur
on-site."He further states "There is no discussion of on-site mitigation which has been
suggested in several conversations with the applicant's representatives."
The Avienda Wetland Permit Application did in fact identify three actions eligible for
mitigation credit: (1) wetland banking, (2) restoration and protection of exceptional natural
resource value (onsite ENRV), and (3) project specific wetland restoration creation (offsite,
but within the City). The TEP determined that#2 was not an option for this site/project.
To address#3, Terry Jeffery sent Melissa Barrett(Kjolhaug) information on four sites within
the City of Chanhassen where he believed project-specific mitigation could occur
Landform'.Sensibly and Site to Finish'are registered service marks of Landform Professional Services,LLC.
(attached). These sites were assessed by Kjolhaug and none were found to be good
candidates for wetland restoration/creation for mitigation/replacement credit (see attached
City ID Mitigation figure with notes).
Kjolhaug also assessed the 7 potential mitigation sites identified on Figure 13 of the City's
SWMP(attached). None of the sites were good candidates for mitigation.
Using aerial photos, LIDAR and soils information, Kjolhaug searched for other previously
unidentified, potential mitigation sites within the City. However, because the City is largely
developed, mitigation opportunities over 0.5-acre in size on available land that are likely to
be successful were not found.
Wetlands 3 and 4 onsite cannot be hydrologically restored. Although they could be
vegetatively restored, this alone is not an action eligible for mitigation credit under WCA and
USACE rules.
Because no onsite, or available offsite mitigation opportunities were identified, wetland
banking was the only option left to meet WCA and Corps required replacement/mitigation
requirements.
The April 17, 2017 Notice of Application (NOA), item 5 noted "Evaluation that the lost
functions and values are adequately replaced." This item was not very descriptive, and for
clarification Kjolhaug sent an email to the LGU on April 10, 2017(attached). The LGU
declined to reply until after the Applicant responded to USACE comments regarding the
project purpose and need and the alternative sites analysis.
The Applicant has told the City that they are willing to assist with natural resource or water
quality improvement projects within the City. A project would need to be identified by the
City. The project would not count as mitigation/replacement for WCA and USACE
permitting purposes, but the applicant would be willing to discuss alternatives with the City.
If you need any additional information, please contact me at 612.638.0225 or klindahl cC�landform.net.
Sincerely,
Landform
l(" 7"
J
Kendra Lindahl, AICP
Kate Aanenson 2
June 13,2017
•
•
•
•
COPY: Mark Nordland
ENCL: Revised Development Plan with area calculations
Retaining Wall Exhibits
Potential Wetland Mitigation Site from the City of Chanhassen
City ID Mitigation area response from Kjolhaug
April 10, 2017 email from Kjolhaug to LGU
Kate Aanenson 3
June 13,2017
TooleDesAtgnGroup l�
212 Third Avenue North,
Suite 476
Minneapolis, MN 55401
612.584.4094
www.tooledesign.com
MEMORANDUM
Date: 6/13/17
To: Kendra Lindahl,AICP
Organization: landform
From: Christopher Bower,P.E.
Project: Avienda
Re: Lane Width Standards and Approach for Bluff Creek Boulevard
Existing Conditions
The proposed roadway is an extension of Bluff Creek Boulevard,which was previously constructed with
16' lane widths, as shown below. The existing 16' roadway width provides enough space for an
emergency vehicle to pass a stopped car in the unlikely event that a vehicle impedes emergency access.
�. ROW
I' 10' 5' 16' 16' 16' 5' 10' I t'
BIT. TRAIL BLVD. TMJ LANE PUSS MEDIAN TMJ LANE BLVD. IIT. TRAIL
1'
CLEAR ZONEµpa
PROPOSED 1.5'CLEAR -
"4' TOPSOL -8618 CUNB ROADWAY c. ZONE 1' TDPSOL-
AND S® AIID GUTTER n� able CUM WO S®
I, I GRADE AND CUTTER
raAR ado.
INSET13
8618 CURB AND SEE
GUTTER MODIFIED -2'CONC. INSET A SEE INSET C
(oUTTALL) TYPICAL MAINTENANCE
BOTH$IDES STRP(TYPICAL BOTH
SIDES)
BLUFF CREEK BOULEVARD TYPICAL SECTION
Design Intent
The goal of our design for Bluff Creek Boulevard is to create a roadway corridor that accommodates a
range of motorized and non-motorized users,and encourages users to walk and bike between
destinations within and beyond the proposed development. Our roadway design helps achieve this goal
through the use of landscaping, medians,frequent pedestrian crossings and the overall minimization of
the roadway cross section. This creates a more comfortable and safe environment for all users—
something that can be experienced on existing Bluff Creek Boulevard,especially when compared with
larger, less comfortable roadways such as Lyman or Powers Boulevard, whose wide roadway sections
and lack of landscaping lead to higher vehicle speeds and longer(and less comfortable) pedestrian
crossings.
Design Standards
Bluff Creek Boulevard will be designed in accordance with MnDOT's State Aid Standards(Minn. Rules
Chapter 8820), along with applicable AASHTO and MnDOT design guidelines.
The proposed Bluff Creek Boulevard will be a Collector or Local roadway with ADT< 15,000. Per Minn.
Rules 8820.9936,applicable standards and proposed dimensions are shown below:
Design Criteria Minimum Standard Proposed Bluff Creek Design
Design Speed 30-40 mph 30 mph
Lane Width 11,feet(wherever possible, lane 12 feet
widths of 12 feet, rather than
11 feet,should be used)
Median Curb Reaction Distance 1 foot 2 feet
Minimum Median Width 4 feet 7 feet
Outside Curb Reaction Distance 2 feet 2 feet
Clear Zone(area adjacent to 1.5 feet(when posted speed is At least 5 feet
roadway that is clear of fixed 40-45 mph)
objects, such as trees)
The proposed roadway meets or exceeds all applicable State Aid design standards, and as designed
should be wholly adequate for the intended use.
Impact of Lane Widths on User Safety
MnDOT's current technical memorandum on lane widths (No. 13-18-TS-07),includes a discussion on the
role of lane widths in both pedestrian and motor vehicle crashes. An excerpt from this technical
memorandum is included below, with certain sections underlined for emphasis.
Urban and Suburban Highways and Streets
Special care is demanded for design in urban and suburban environments,where often limited
space must be balanced between the various transportation modes and among geometric
design elements. Lane width is particularly important on multi-lane streets,where even small
variations in design values are multiplied across the cross section.One research study has found
that narrower lanes on urban and suburban streets were generally associated with lower crash
frequencies compared to wider lanes. (An exception to this is four-lane undivided streets,where
9-and 10-foot lanes have been associated with higher crash frequencies than wider lanes
respectively.) Furthermore, narrower cross sections reduce crossing distances and have been
associated with reduced travel speeds, both direct factors in the safety of pedestrians. For these
reasons, lane widths on urban and suburban streets should be designed no wider than to
adequately accommodate the vehicular traffic volume and composition. General design
guidance is as follows:
Lane widths of 11 feet are a good fit for a wide variety of urban arterials and collectors. 11-foot
lanes are fully adequate for vehicular operation on low-speed facilities and can be thought of as
roughly equivalent in terms of comfort and usability to 12-foot lanes on high-speed roads and
streets. 11-foot lanes are also appropriate on high-speed facilities under favorable geometric
conditions.
Lane widths of 10 feet are typically most suitable where truck and bus volumes are relatively
low and design speeds are 35 mph or less, as well as in more constrained circumstances.
Lane widths of 12 feet tend to be most applicable in high-speed or high-demand circumstances.
On low-speed facilities,the use of 12-foot lanes should be limited to very high demand
conditions or to limited-access roadways, so as to avoid wherever practical the drawbacks often
associated with overly wide cross sections, such as excessive speed and longer pedestrian
exposure.
Multimodal considerations
Mobility and safety apply to all modes of travel in the right of way.The ability of non-motorized
users to travel along and across streets and highways safely and comfortably is a principal
measure of livability. As discussed earlier in this section,the lane width selection for urban and
suburban streets will often significantly affect vehicular operating speeds and the distances
pedestrians face in crossing roadways. Bicycles and pedestrians are among the most vulnerable
roadway users, and vehicular speed and exposure are the two primary factors in non-motorized
users' crash frequency and severity.
Conclusion
The most current research and policy has found that overly wide roadway sections can result in higher
vehicle speeds, longer pedestrian crossings,and ultimately results in an increase in both crash frequency
and severity. The proposed roadway section is already wider than recommended in current MnDOT
guidance in the interest of corridor consistency and conformance with State Aid design standards. Any
further increase in the roadway width cannot be supported by existing best practices or guidance, and
should be expected to lead to a reduction in overall user safety.
Ensuring timely and effective emergency response is of paramount importance, along with promoting
roadway user safety. We hope to arrive at a roadway design that accomplishes both goals,and we
believe that maintaining the existing 16'wide roadway section is the appropriate response.
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_ REETAIL. ♦RETAIL RETAIL J. r , I -. Future Traffic Signal G.r Net Ratio
N Developable Building Parking Units/ (Stalls per
�� Y- ' / ! '� 1 i // O {,"rs Section Area Area Area(S.F.) Stalls Beds
Existing Traffic Signal
11 I p 9 (Acres)
1 L _ (Acres) 1,000 S.F.
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a ; t� O , Q Stall Count O 9.55 9.55
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� ; [4�Qrt,FS f I r ' 98,000 491 5.0
I �� - RETAIL
'1 / 'a^�' ......•-• tro sr O Public Right Of Way O 2.33 2.33 39,000 136 150 0,9
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,/ ,'1 II • O 9.34 7.67 76,000 n/a 38
' ,, i ,.F` ``v/ i /-- SENIOR HOUSING ^-rcalLs SENIOR HOUSING
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, '' / /� asrora 111IIA�F ", HOIJSRI 1Jpa0SFo _ - i' • DO Preservation • 5.32 4.91 50,000 235 5,5
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O. O O 4.02 4.02 50,000 305 6.1
r ` Y ® Regions!Commercial,,
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High Density Residential O
4,(�sF. , O 1.27 1.27 6,000 75 12.5
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.- Notes
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6.03 6.03 278,200 375 250 1,5
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h JUNE 13,2017 1
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BLUFF CREEK OVERLAY DISTRICT IMPACT='--
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