6.5 Authorize Prep of Plans and Specs for Coulter Blvd.
C ITV OF
CHANHASSEN
/ ,--
Co'J
690 COULTER DRIVE 0 P.O. BOX 147. CHANHASSEN, MINNESOTA 55317
(612) 937-1900. FAX (612) 937-5739
MEMORANDUM
TO:
Don Ashworth, City Manager J
Charles Folch. Director of Pu511c Works C4/
Anita Benson, City Engineer ~
FROM:
DATE:
February 4, 1998
SUBJ:
Authorize Plans and Specifications for Coulter Boulevard Phase II Extension
Project No. 97-1-3
This past December the City Council held a workshop with members of the Planning Commission,
Park Commission and staff to discuss aspects and issues associated with the completion of
Coulter Boulevard between the Autumn Ridge development and the new Century Boulevard in
the Arboretum Business Park. The staff report from this work session is attached to this memo.
Good discussion took place on the pros and cons of the build and no-build scenarios; however, no
formal decision was made by the City Council.
Hopefully, the past few months have allowed the Council time to further contemplate and
investigate this matter if need be. The time limitations of another construction year are now upon
us which means that if the road is to be built this year, the design process must begin immediately.
Both Engineering and Planning staff continue to believe that this road is an important element of
the overall transportation system for the area. It is also believed that this road can be designed
and function very compatibility with the adjacent passive park area. The Park Commission has
indicated that if this road is not built, they may consider building road extensions from both ends
of this corridor to access future parking lots. This need could be accommodated into the road
design of Coulter Boulevard. With the Park Commission scenario, the City would bear the entire
cost of the improvements. Improvements made with the Coulter Boulevard project could be
funded with municipal state aip street funds (MSAS).
From 5:00-5:30 p.m. on Monday, prior to the Council work session, MnDOT officials will be
meeting with the City Council to update them on the design progress of the Trunk Highway 5
project. One item that they will inform the City Council on, which staff recently became aware of,
Don Ashworth .
February 4, 1998
Page 2
is that MnDOT does not intend to signalize the intersection at the new Century Boulevard with
this project. If this is the case, the Century Boulevard intersection may not be signalized for a
long time since I am told that typically one out of ten warranted traffic signal requests each year
are approved for funding.
The impacts of not signalizing Century Boulevard at Trunk Highway 5 with the Trunk Highway 5
project makes the Coulter Boulevard extension imperative. I would ask that each Council
member carefully read again the attached traffic study performed by SRF Consulting Group, Inc.
The SRF study predicts that the westb'bund Trunk Highway 5 traffic movement, which will turn
left (southbound) onto Century Boulevard would back up as much as one-quarter mile on Trunk
Highway 5 during the A.M. peak period by the year 2003 if Coulter Boulevard is not built. This
back up will, in effect, reduce the new four-lane Trunk Highway 5 to two lanes during the
morning peak hours. Ivis also important to note that this prediction was made with the
assumption that the Century Boulevard intersection would be signalized. Now that it is not likely,
at least in the near term, the morning back up on Trunk Highway 5 could be a gridlock situation if
Coulter Boulevard is not extended.
One final concern that staff has is that if Coulter Boulevard is not built this year before the
adjacent Autumn Ridge residential development adds a significant number of new residents, the
road will most likely never be built. Fear of the unknown condition is greater than the known. If
this road is in place, potential home owners for the development can observe the traffic
characteristics before they make a decision to purchase. Attempting to build this road after these
homeowners have bought in will be impossible due to the fear of the unknown effects of what the
road might bring.
In either case, build or no build, staff desires a decision from the Council at this time as to
whether the project should proceed this year. Based on the foregoing, it is recommended that the
City Council authorize the preparation of plans and specifications at this time for this important
improvement project.
Attachment: Staff memo dated December la, 1997
c: Dave Hempel, Assistant City Engineer
Phil Gravel, Bonestroo
Dave Montebello, SRF
g:'eng\public\97-1\approve p&s4oc
C ITV OF
CHANHASSEN
/ ,--
WI:)
690 COULTER DRIVE 0 P.O. BOX 147. CHANHASSEN, MINNESOTA 55317
(612) 937-1900 . FAX (612) 937-5739
MEMORANDUM
TO:
Don Ashworth, City Manager "\
Ii' Ii
Charles Folch, Director of Public Works l/1''''''--
Anita Benson, City Engineer ~
FROM:
DATE:
February 4, 1998
SUB}:
Authorize Plans and Specifications for Coulter Boulevard Phase II Extension
Project No. 97-1-3
This past December the City Council held a workshop with members of the Planning Commission,
Park Commission and staff to discuss aspects and issues associated with the completion of
Coulter Boulevard between the Autumn Ridge development and the new Century Boulevard in
the Arboretum Business Park. The staff report from this work session is attached to this memo.
Good discussion took place on the pros and cons of the build and no-build scenarios; however, no
formal decision was made by the City Council.
Hopefully, the past few months have allowed the Council time to further contemplate and
investigate this matter if need be. The time limitations of another construction year are now upon
us which means that if the road is to be built this year, the design process must begin immediately.
Both Engineering and Planning staff continue to believe that this road is an important element of
the overall transportation system for the area. It is also believed that this road can be designed
and function very compatibility with the adjacent passive park area. The Park Commission has
indicated that if this road is not built, they may consider building road extensions from both ends
of this corridor to access future parking lots. This need could be accommodated into the road
design of Coulter Boulevard. With the Park Commission scenario, the City would bear the entire
cost of the improvements. Improvements made with the Coulter Boulevard project could be
funded with municipal state aid street funds (MSAS).
From 5:00-5:30 p.m. on Monday, prior to the Council work session, MnDOT officials will be
meeting with the City Council to update them on the design progress of the Trunk Highway 5
project. One item that they will inform the City Council on, which staff recently became aware of,
Don Ashworth .
February 4, 1998
Page 2
is that MnDOT does not intend to signalize the intersection at the new Century Boulevard with
this project. If this is the case, the Century Boulevard intersection may not be signalized for a
long time since I am told that typically one out of ten warranted traffic signal requests each year
are approved for funding.
The impacts of not signalizing Century Boulevard at Trunk Highway 5 with the Trunk Highway 5
project makes the Coulter Boulevard extension imperative. I would ask that each Council
member carefully read again the attached traffic study performed by SRF Consulting Group, Inc.
The SRF study predicts that the westbound Trunk Highway 5 traffic movement, which will turn
left (southbound) onto Century Boulevard would back up as much as one-quarter mile on Trunk
Highway 5 during the A.M. peak period by the year 2003 if Coulter Boulevard is not built. This
back up will, in effect, reduce the new four-lane Trunk Highway 5 to two lanes during the
morning peak hours. It is also important to note that this prediction was made with the
assumption that the Century Boulevard intersection would be signalized. Now that it is not likely,
at least in the near term, the morning back up on Trunk Highway 5 could be a gridlock situation if
Coulter Boulevard is not extended.
One final concern that staff has is that if Coulter Boulevard is not built this year before the
adjacent Autumn Ridge residential development adds a significant number of new residents, the
road will most likely never be built. Fear of the unknown condition is greater than the known. If
this road is in place, potential home owners for the development can observe the traffic
characteristics before they make a decision to purchase. Attempting to build this road after these
homeowners have bought in will be impossible due to the fear of the unknown effects of what the
road might bring.
In either case, build or no build, staff desires a decision from the Council at this time as to
whether the project should proceed this year. Based on the foregoing, it is recommended that the
City Council authorize the preparation of plans and specifications at this time for this important
improvement project.
Attachment: Staff memo dated December 10, 1997
c: Dave Hempel, Assistant City Engineer
Phil Gravel, Bonestroo
Dave Montebello, SRF
g:'eng\public\97 -l\~pprove p&s.doc
CITY OF
CHANHASSEN
690 COULTER DRIVE e P.O: BOX 147. CHANHASSEN, MINNESOTA 55317
(612) 937-1900. FAX (612) 937-5739
MEMORANDUM
TO:
Don Ashworth, City Manager
Charles Folch, Director of Public Works Qv
December 10, 1997
FROM:
DATE:
SUBJ:
Proposed Coulter Boulevard Extension through the Arboretum Business Park
Project No. 97-1-3
At their regular meeting on June 23, 1997, the City Council approved the feasibility study for the
Arboretum Business Park Public Improvements. The feasibility study outlined five potential
phases for the proposed public improvements to be constructed over four to five years depending
on development demand on the property. The Phase I portion of the work consisted of the
extension of trunk sanitary sewer and watermain west from the Autumn Ridge development to the
future Century Boulevard and then south to 82nd Street. These trunk utility improvements were
constructed this fall.
The Phase II scope of the public improvements was predicted in the feasibility study to be
constructed in 1998 and consist of the construction of Coulter Boulevard, from its current
terminus at the west end of the Autumn Ridge development west to the intersection with the
future Century Boulevard, the construction of a 2.5 million gallon water tower, and the
installation of a traffic signal at 82nd Street and Trunk Highway 41.
Since the completion of the feasibility report and the City acquisition of the passive park land in
conjunction with the platting of the Arboretum Business Park, some questions have been raised as
to the necessity, practicality, and environmental impacts of constructing the final segment of
Coulter Boulevard. In an effort to establish and address the concerns and issues both for and
against this proposed road extension, members of the City's Park and Recreation Commission and
Planning Commission have been invited to attend the City Council worksession on Monday,
December 15, 1997 to meet with staff and the City Council to constructively discuss this issue.
BACKGROUND
The extension of Coulter Boulevard has been identified as a very much needed and important
element of the Transportation Section of the 1991 City Comprehensive Plan and again in the
Trunk Highway 5 corridor land use design study which the City Council approved on June 26,
1995 (see Attachment No.4). This road extension is intended is to serve as an import segment of
Don Ashworth
December 10, 1997
Page 2
the only local east/west collector route south of Trunk Highway 5 in Chanhassen. This road
extension has also been designated as a future Municipal State Aid (MSA) street for nearly a
decade now. The MnDOT Municipal State Aid system was created to assist local municipalities
with constructing and maintaining a municipal state aid collector route system. As such, the City
has been receiving annual municipal state aid needs apportionments (construction funding) which
are held in MnDOT reserve accounts until a qualifying project is undertaken.
For general information purposes, local collector streets have distinct characteristics associated
with them. Their trip focus is typically inter-neighborhood. Typical speed limits are 30 to
40 m.p.h. in urban areas. Trip lengths are typically less than two miles and they provide access to
other arterials, local collector streets, and land access to commercial, industrial, medium- to high-
density residential, farms, etc. Collector streets are also anticipated to carry higher volumes of
traffic including trucks, buses and other commercial vehicles than local streets; therefore, design
criteria such as road width, load capacity, and geometric standards are also increased to meet
required service levels.
ANALYSIS
The City Council has asked staff to analyze the impacts of building or not building this road
extension. From an engineering standpoint, issues such as local transportation impacts, projects
costs, and financing can readily be addressed.
From a local transportation impact standpoint, the consulting engineering fIrm of Strgar-Roscoe-
Fausch (SRF) has prepared a report to address this aspect (see Attachment No.3 dated
December 9, 1997). SRF is considered to be a leader in the transportation fIeld for the metro area
and has also been recently retained by Carver County to update the Eastern Carver County
Transportation Study. Some of the City Council may recall that SRF had previously prepared a
traffIc impact analysis for the Arboretum Business Park development during the platting process.
That previous report indicated that many of the local roads of the transportation system area
would function at a Level of Service F (the bottom of the scale and an unacceptable from a design
standpoint) based on full buildout of the proposed Arboretum Business Park and surrounding
traffic patterns for both the year 2003 and year 2012 scenarios. However, for those people who
are not intimately involved in the transportation engineering fIeld, the Level of Service F term is
probably not descriptive enough to decipher what impacts or problems are likely to be associated
with this condition.
The original study prepared by SRF was also somewhat optimistic in its assumed road conditions
for the year 2012 scenario. It is not likely that MnDOT will upgrade Trunk Highway 5 to a six-
lane facility nor Trunk Highway 41 to a four-lane facility even though they may very well be
needed. Neither of these upgrades are in MnDOT's 20-year plan. MnDOT has also confirmed
that they do not plan on building dual left turn lanes on Trunk Highway 5 at the intersections with
Century Boulevard or with Trunk Highway 41.
Don Ashworth
December 10, 1997
Page 3
The updated report prepared by SRF is intended to provide more detailed information in terms of
actual predicated vehicle delay time and stacking backups (a.k.a. queing) on Trunk Highway 5 at
the intersections with Galpin Boulevard, the future Century Boulevard and Trunk Highway 41
and on Trunk Highway 41 at the intersection with 82nd Street. The updated analysis is based on
the premise that Trunk Highway 41 will not be upgraded to a four-lane facility before the year
2012 scenario since there are no expansion improvements planned to Trunk Highway 41 in
MnDOT's 20 year plan. Trunk Highway 5 is anticipated to be a four-lane divided facility by the
year 2002 and MnDOT has indicated that they are not proposing to construct dual westbound left
turns from Trunk Highway 5 to future Century Boulevard or to Trunk Highway 41. All of the
land use assumptions for the Arboretum Business Park development have remained the same.
Based on these updated and more realistic criteria, the traffic analysis provides some interesting
predictions. By the year 2003, all of the key intersections (Trunk Highway 41182nd Street, Trunk
Highway 5rrrunk Highway 41, Trunk Highway 5/Century Boulevard, Trunk Highway 5/Galpin
Boulevard) will be operating near or over capacity and well over capacity in the year 2003 by the
year 2012. When comparing the build versus no build scenario for vehicles accessing the site or
traveling through the area, it is estimated that the completion of Coulter Boulevard would save
approximately 120 hours of vehicle operating time per day in the year 2003 and increasing to
approximately 145 hours per day by the year 2012. This is logical since many traffic studies have
shown that when intersections and routes become overly congested, motorists often make use of
available alternative routes for travel. Based on an average cost of $12 per hour and 260 calendar
days per year, the travel time benefit or delay savings to motorists is estimated to be
approximately $4.5 Million over a 20 year period if Coulter Boulevard is completed. The analysis
also predicts that the vehicle backup on westbound Trunk Highway 5 making a left turn at
Century Boulevard, could extend more than a quarter mile (1,300 feet) during the morning peak
hour without the extension of Coulter Boulevard. With Coulter Boulevard, this backup is
predicted to be reduced by at least 40%. In effect, this means that during the morning peak, the
westbound direction on Trunk Highway 5 would be reduced to a single lane due to overflow
stacking from the left turn lane at Century Boulevard. This is all predicted to occur within five
years if Coulter Boulevard is not extended.
It goes without saying that congestion, delays, and backups on Trunk Highway 5 will affect the
adjoining intersections with similar problems. These types of problems also adversely effect
motorist safety. It is not realistic to try to eliminate the general traffic volumes that will be
present. However, it is important to build for the needed capacity and provide alternative routes
for traffic to help distribute the demand.
COST/FINANCING
From a cost standpoint, the approved feasibility report as prepared by Bonestroo & Associates,
estimates that the project cost for the extension of Coulter Boulevard would be approximately
$791,000. The cost of this road has originally been proposed to be paid for by Tax Increment
Financing (TIP). However, there now appears to be some uncertainty and uneasiness regarding
Don Ashworth
December 10, 1997
Page 4
what the state legislature may do with the tax increment financing laws and regulations during the
next legislative session. If TIP can no longer be an option or full funding source, the City has the
ability to apply for its MSA funds to pay for the project. These annual MSA funding
apportionments are maintained in MnDOT accounts and specifically reserved for each
municipality on the MSA system. In order to acquire the funds, the City must prepare plans and
submit an application for a proposed improvement project to a designated municipal state aid
street or corridor. The design of the road and related aspects must comply with MSA standards.
These MSA funds can only be acquired for use on a qualifying local MSA street project. Based
on the City of Chanhassen's current fund balance available in the Municipal State Aid system
account, there are enough funds to pay for the entire road project.
ENVIRONMENT
In terms of environmental impacts of the roadway corridor, this project is very typical similar to
most new road construction projects which traverse through open land, wooded land, and areas
with some wetlands. From an initial construction standpoint, I believe it would be safe to say that
in most cases, the underground utility construction, such as the installation of trunk sanitary and
watermain, incur the most significant initial impact to a corridor due to clearing and grubbing,
excavation, and regrading.
To support this contention, I would asked that all Councilmembers, Planning Commission
Members, and Park and Recreation Commission Members take the opportunity to drive to the
current end of Coulter Boulevard at the west end of the Autumn Ridge development (take Trunk
Highway 5 to Galpin Boulevard, go south to Coulter Boulevard and turn west on Coulter and
proceed to the end of the pavement) and view the initial impact that trunk utility construction has
had on the area. In essence, these trunk utilities which were necessary to be extended to the west
to serve the business park development have incurred the vast majority of the permanent
disturbance to the area via the clearing and grubbing, excavation, and regrading. The proposed
road corridor would be constructed on the surface above these utilities, maintaining a similar
alignment. Therefore, from a construction standpoint, the road would add very little additional
disturbance to an area that has already been completely disturbed by utility construction. The
long-term natural environmental impacts of this proposed road corridor such as road runoff, etc.
would be mitigated in the typical fashion by the establishment of curb and gutter and storm sewer
collection systems which would will convey road runoff to nutrient removal (NURP) and
sedimentation ponds.
CONCLUSION
In closing, based on the City's 1991 Comprehensive Plan, Trunk Highway 5 Corridor Study
(1995), correspondence from MnDOT officials (see Attachment No.2 dated July 9, 1997), and
SRF's report, it is conclusive that the extension of Coulter Boulevard is very much needed and
will have a significant impact on the area's transportation system (specifically Trunk Highway 5
and associated intersections with Galpin Boulevard, Century Boulevard, and Trunk Highway 41
Don Ashworth
December 10, 1997
Page 5
and 82nd Street). As congestion develops during both the AM and PM peak periods of the day,
service levels and safety will degrade dramatically. With the development of the surrounding
property and continuous growth of the region, traffic volumes will continue to increase steadily
into the future. Therefore, it is very important to provide multiple routes of transportation to help
distribute the demand, particularly during peak times. The environmental issues are important
ones to address, however, the vast majority of the permanent environmental impacts to this
proposed road corridor have already been incurred by the construction of the trunk sanitary sewer
and watermain systems. From a cost standpoint, the project could be financed with either TIP
and/or Municipal State Aid street funds from MnDOT.
jrns
Attachments: 1.
2.
3.
4.
5.
6.
7.
Bonestroo letter dated December 9, 1997.
Letter from MnDOT dated July 9, 1997.
SRF Traffic Analysis (December 9, 1997).
Excerpts from Trunk Highway 5 Corridor Study.
Excerpts from 1991 City Comprehensive Plan.
Excerpt from 1990 Eastern Carver County Transportation Study.
Excepts from Arboretum Business Park final plat staff report.
c: Dave Hempel, Assistant City Engineer
Anita Benson, Project Engineer
Phil Gravel, Bonestroo & Associates
Dave Montebello, SRF
\'cfs l\voI2'cng'charles\memos'cou Iter exlension.cc.doc
lJJ
-
liJ1
Bonestroo
Rosene
Anderlil< &
Associates
8onesrroo, Rosene, Anderlik and Associares, Ir n Affirmarive Acrion/Equal Opporruniry Employer
Prmcipals: Otto G. Bonesrroo, P.E. . Joseph C. Anderlik, P.E. . Marvin L. Sorvala, P.E. .
Richard E. Turner, P.E, . Glenn R. Cook, P.E. . Robert G. Schunicht, P.E. . Jerry A. Bourdon, P.E, .
Robert W. Rosene, P.E. and Susan M. Eberlin, C.P.A., Senior Consultants
Associare Principals: Howard A. Sanford. P.E. . Keith A, Gordon, P.E. . Robert R. Pfefferle, P.E, .
Richard W. Foster, P.E. . David O. Loskota, P.E, . Robert C. Russek, A.I.A. . Mark A, Hanson, P.E. .
Michael r. Rautmann, P.E. . Ted K.FieJd, P.E. . Kenneth P. Anderson, PE. . Mark R, Rolfs, PE. .
Sidney P Williamson, PE" L.S. . Robert F. Korsmith
Offices: St. Paul, Rochester, Willmar and St. Cloud, MN . Milwaukee, WI
Engineers & Architects
December 9, 1997
ATTACHMENT No. 1
Mr. Charles Folch
City of Chanhassen
690 Coulter Drive, PO Box 147
Chanhassen, MN 55317
Re: Arboretum Business Park Area Phase IT Improvements
Coulter Boulevard (west end), City Project 97-1-3
Our File No. 393-Gen
Dear Charles:
As requested, we have prepared a preliminary schedule for completing Coulter Boulevard portion
of Phase II of Project 97-1 in the Arboretum Business Park area. Coulter Boulevard between the
existing west terminus and Century Road (presently under construction) is a portion of the 97-1
Phase IT that includes:
.
Traffic signal at 82nd Street and T.H. 41
2.0 MG Elevated Storage Tank
Coulter Boulevard street construction
.
The above items were included in the original Feasibility Report for the project presented to the
Council on June 23, 1997. Financing for the three work items would be as discussed in the
Feasibility Report.
The traffic signal, water tower, and Coulter Boulevard will be bid as three separate construction
contracts. Having three separate construction contracts is beneficial since the three work elements
require different construction contractors and schedules.
Coulter Boulevard. The attached drawing shows the proposed typical section for Coulter
Boulevard. The clearing and sub grade preparation for the road has been completed as part of the
97 -1 Phase I utility contract completed this fall.
The possibility of not completing the street portion of Coulter Boulevard across the east half of the
business park site was discussed at the June public hearing for this project. We feel that completing
this road segment is critical to Chanhassen's transportation system. The traffic study prepared by
SRF for the development indicated that the Coulter Boulevard construction would not significantly
improve the level of service along T.H 5. However, the SRF study assumed that a double left turn
lanes would be constructed for westbound traffic at Century Road (the industrial park's north-south
road) and at T.H. 41. It is unlikely that double left turn lanes will be included with the T.H. 5
improvements. Therefore, the level of service along T.R. 5 will be significantly decreased if Coulter
2335 West Highway 36 · St. Paul, MN 55113 · 612-636-4600 · Fax: 612-636-1311
Boulevard is not constructed. The revised traffic analysis information that is presently being
prepared by SRF should also be reviewed.
It would be possible to reduce the costs for Coulter Boulevard by approximately 10 percent if the
street lighting is reduced to 50 percent of the normal lighting, the boulevard trees are deleted, and
the sidewalk is constructed of bituminous instead of concrete. It might be advantageous to have the
trail wander through the park property instead of following the road boulevard. Construction of the
trail could be delayed until the park is developed.
The Timing for the proposed improvements could be as follows:
Order preparation of plans and specifications
Approve plans and specifications
A ward bids
Begin construction
Complete bituminous base paving
Certify Assessment Roll for Phases I and II
Pave final Coulter Blvd. wear
January 12, 1998
March 23, 1998
April 21, 1998
May 1998
September 1998
November 1998
August 1999
Feel free to contact me if you have any questions or require any further assistance.
Sincerely,
BONESTROO, ROSENE, ANDERLIK & ASSOCIATES, INe.
RJ ~"-o.'1
Phil Gravel, P.E.
Attachment: Typical Section
-
2" Bituminous Wear Course
47WEA75070X OR 41WEA50055Y
Tack Coot (25.37)
2" Bituminous Binder Course
41 BIB50055X
2 1/2- Bitumin"ous Bose Course
.31BBB50000Y
12" Closs 5 Aggregate Bose
(100% Crushed)
24" Select Granular Material
Pavement Section
45'
40'
18' 18'
ROW
ROW 22'~
3' 10'-12'
See Above Section
Typical Section
Typical Section
Coulter Boulevard Phase 3
Project 97-1
Chanhassen, Minnesota
May 1997 Comm. .39.352
.11. 8onestroo
~ Rosene
R Anderlik &
'\J' Associates
\('Q)
0: . ~~....
Minnesota Depart,fnt ....: Transportation
.
Metropolitan Division
','later:; Edge
1500 West County Road 82
Roseville. MN 551 13
ATTACHMENT No. 2
July 9, 1997
Charles Folch
City of Chanhassen
690 Coulter Drive
Chanhassen, MN 55317
Dear Charles Folch:
SUBJECT: Extension of Coulter Boulevard
This letter is in response to our meeting of July 8, 1997 when we learned that Coulter Boulevard may
not have a continuous connection. Mn/DOT strongly encourages the City to commit to extending
Coulter Boulevard eastward. We expect that the proposed Gateway Business Park will generate
high levels of traffic. Expecting that one access to TH 5 will handle all of the development's local
access is not reasonable.
Arterial roadways such as TH 5 serve regional mobility needs rather than to provide primary
property access. The proposed development may compromise TH 5 operation and safety when
accommodating local trips. A local street network most safely accommodates local circulation and
property access needs. Regional highways cannot be a substitute for an adequate local street
network.
It is increasingly important that we effectively manage the region's highways. Safety and congestion
problems are many, and solutions are more difficult and costly to implement. Regional highways are
difficult to replace and they are a vital resource to the Twin Cities and the state. TH 5 is essential for
the daily, social and economic interactions of many and we must manage it for the benefit of the
region as a whole.
We concur with the City ofChanhassen's Highway 5 Corridor Land Use Design Study
recommendation that this area needs a continuous "South Access Boulevard" between TH 41 and
Powers Boulevard. This study states that the "South Access Boulevard" should facilitate: a) local
trips for traffic movement between subareas and neighborhoods within the city; b) provide local
property access; and c) provide convenient and logical opportunities for pedestrians and bicyclists.
We strongly endorse these concepts and encourage the City to commit to this recommendation.
HECE!VED
JUL 11 1997
An equal opportunity employer
'_:Jf'y '.I~' ~:~~t-d.';~-r,i:..;.:j8t:f!
."
,
~
r
Charles Folch
July 9, 1997
page two
We prefer to work in partnership with landowners and the City to prevent problems before they
occur. MnlDOT's ability to promote safe and efficient traffic flow on the highway is
compromised without the cooperation of local governments in the land development process. It
is our desire to work with you to manage the highway system effectively.
We are available to discuss this issue further. Please call me at 582-1654 with any questions.
Scott Peters
Senior Transportation Planner/Local Government Liaison
c: Bob Generous, City of Chanhassen
AT-ACHMENT No. 3
CONSULTING GROUP,
I N c.
Transportation · Civil · Structural · Environmental · Planning · Traffic · Landscape Architecture. Parking
SRF No. 0972898
DRAFT MEMORANDUM
TO:
Charles Folch, P.E.
Director of Public Works
City of Chanhassen 0
Dave Montebello P.E., ASSOC~
r:rr~ rrr 3'U ~~4I.U(ltl"1I'
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Gte..1. - i997
FROM:
DATE: December 9, 1997
"~~i"l~."'?"~'~"'n Di"P-
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SUBJECT: GATEWAY WEST DEVELOPMENT REVISED TRAFFIC STUDY
INTRODUCTION
As you requested, we have completed a revised traffic study for the proposed Gateway
West Development which consists ofa 1,217,203-square-foot (building area) mixed use
development located in the southeast quadrant of Trunk Highway (TH) 5 and TH 41 in
Chanhassen, Minnesota (see Figure 1, Project Location). The revision accounts for
changes in a number of key assumptions:
1. TH 5 will not be expanded to six lanes, but will be improved to a four-lane
expressway out to TH 41.
2. No double left turn lanes will be constructed on TH 5/north access road and at
TH 51TH 41 intersections.
3. TH 41 will not be improved to a four-lane facility in foreseeable future.
Based on those revised assumptions, an analysis was conducted to determine the traffic-
related ben.efits of constructing Coulter Boulevard, an east-west frontage road that
parallels TH 5. ~:j1Y1!lj: a: Hflm.jA 't.{xP,;
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- 3 -
December 8, 1997
EXISTING CONDITIONS
Trunk Highway 5, which serves as the northern border for the proposed development,
runs east/west through the City of Chanhassen and is functionally classified as an "A"
minor arterial by the Metropolitan Council. In this part of Chanhassen, TH 5 is presently
a two-lane undivided highway that is programmed for improvements in 2000. These
improvements will include widening the roadway to four through-lanes. Trunk
Highway 41 runs north/south through the City of Chanhassen and serves as the western
border for the proposed development. The intersection of TH 41 and TH 5, which is
signalized, is the northwestern comer of the proposed development. The TH 41/
820d Street intersection is the southwestern comer and is currently unsignalized, but was
assumed to be signalized sometime before the year 2003.
Traffic operations were analyzed at the following key intersections:
· TH 5 and TH 41
· TH 5 and the North Site Access
· TH 5 and Galpin Boulevard
· TH 41 and 82nd Street
All intersections were analyzed by SRF in a previous study for the Proposed Gateway
\Vest Development in June 1997 using existing turning movement counts for the morning
and afternoon peak hours (Figure 2: Existing Peak Hour Volumes) as well as existing
traffic controls and geometries. Results of the existing condition analysis indicate that
during the morning peak hour, the TH 411820d Street intersection is the only key
intersection that operates at an acceptable level of services, or LOS D or better. During
the afternoon peak hour, however, all key intersections operate at an acceptable LOS D or
better.
PROPOSED DEVELOPMENT
The proposed development consists of 12 lots including industrial, commercial and
residential uses. The industrial lots, which total 917,800 square feet of building area, are
estimated to be 30 percent office, 35 percent warehousing and 35 percent manufacturing.
Commercial uses, totaling 75,400 square feet of building area, will include a bank, a
convenience store, a medical office building and restaurants. The residential lots will
include approximately 80 units of multi-family dwellings.
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- 5 -
December 8, 1997
Two scenarios were considered in the traffic analysis. One scenario includes construction
of Coulter Boulevard as an east/west collector road that will connect the development
with Galpin Boulevard to the east. The second scenario analyzes traffic at the key
intersections without Coulter Boulevard.
The scenario with Coulter Boulevard consists of three full access points - one each onto
Galpin Boulevard, TH 5, and 82nd Street - and one right in/right out access onto TH 41.
The scenario without Coulter Boulevard will not have access onto Galpin Boulevard. As
previously described, the intersection of TH 5 and 82nd Street is currently an
unsignalized intersection, however, the proposed development includes the installation
of a traffic signal.
TRIP GENERATION AND ASSIGNMENT
An estimate of trip generation was prepared in the previous study for the proposed
Gateway West Development. The estimate was based on land use type and size and
average trip generation rates from the Institute of Transportation Engineers (ITE) Trip
Generation, Fifth Edition, 1991 (see Table 1: Trip Generation Rates). The trips
generated by the proposed development were then assigned to the street system in
accordance with a directional distribution that was developed from the regional
distribution of population and employment. The assumed direction of approach is shown
in Figure 3.
TABLE 1
CHANHASSEN GATEWAY WEST TRAFFIC STUDY
TRIP GENERATION RATES
A.M. PEAK HOUR P.M. PEAK HOUR
LOT LAND USE SIZE AVE TRlPS TRlPS AVE. TRlPS TRlPS
RATE IN OUT RATE IN OUT
1 Convenience Store 11,761 sq. ft. 266 266 368 368
(W/Gas Pumps)
2 Drive-In Bank 15,028 sq. ft. 94 74 315 341
3 Business Park 130,680 sq. ft. 180 ..., 47 168
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4 Business Park 73,180 sq. ft. 101 18 29 102
5 Business Park 58,806 sq. ft. 81 14 24 85
6 Business Park 56,192 sq. ft. 77 14 23 81
7 Business Park 71,874 sq. ft. 99 17 28 100
8 Business Park 133,293 sq. ft. 184 32 48 171
9 Business Park 393,782 sq. ft. 542 96 128 455
10 Office/Clinic/Health 26,136 sq. ft. 59 17 32 75
Club
II Restaurants (High 22,471 sq. ft. 170 163 163 128
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- 7 -
December 8, 1997
FUTURE TRAFFIC OPERATIONS ANALYSIS
In order to determine how well the existing alld proposed roadways would accommodate
the proposed development, a traffic operational analysis was prepared using the future
morning and afternoon peak hour traffic volumes for the years 2003 and 2012 for the two
scenarios mentioned (see Figures 4-7 at the end of this memorandum). The analysis was
conducted using SYNCHRO 3. The SYNCHRO package provides a complete
implementation of the 1994 Highway Capacity Manual, Chapter 9 Signalized Intersection
Analysis. In addition to calculating capacity and queue lengths, SYNCHRO also
optimizes cycle lengths, phase splits, and intersection offsets in an actuated/coordinated
system. Another useful attribute of SYNCHRO is that it can be configured to use a
percentile delay method to calculate intersection delay. This method provides a way to
quantify the delay of super-saturated intersections (intersections that operate with
V /C > 1.2). Analysis results are presented as a level of service, that indicates the quality
of traffic operations at the intersection and the average delay per/vehicle during the peak
hour. Level of service is ranked from LOS A, where average delays experienced by
vehicles traveling through the intersection are minimal, to LOS F, defined as over
capacity conditions. All Level of Service results are shown in Table 2.
TABLE 2
CHANHASSEN GATEWAY WEST TRAFFIC STUDY
PEAK HOUR INTERSECTION LEVEL OF SERVICE AND DELAY
Without Coulter Boulevard With Coulter Boulevard
2003 2012 2003 2012
INTERSECTION AM Peak PM Peak AM Peak PM Peak AM Peak PM Peak AM Peak PM Peak
TH 5 & TH 41
LOS F F F F F F F F
Delay (Sec./veh.) 180.3 172.5 198.3 185.2 179.1 165.7 197.5 184.5
82nd Street & TH 41
LOS F F F F F F F F
Delay (Sec./veh.) 66.7 88.2 104.9 126 66.7 88 105 115.3
TH 5 & N. Site Access
LOS F F F F F F F F
Delay (Sec./veh.) 108.3 75.2 117.9 100.9 65.1 65.3 92.8 100.9
TH 5 & N. Galpin Blvd.
LOS D D F F F D F F
Delay (Sec./veh.) 31 34.3 85.2 77 79.7 28.2 104.4 74.9
Charles Folch, P.E.
- 8 -
December 8, 1997
RECOMMENDATIONS
The analysis shows that with the proposed development key intersections will be near or
over capacity in the year 2003 and all intersections will be over capacity by the year
2012. When faced with these conditions it is prudent to provide alternatives for motorists
accessing the site or other destinations along the TH 5 and TH 41 corridors. Constructing
Coulter Boulevard as a south frontage road to TH 5 would potentially provide alternatives
for short to medium length trips using both TH 5 and TH 41. In addition, the frontage
road could provide the following benefits:
1. Based on the average delay per vehicle differences, Coulter Boulevard is estimated to
save 120 hours* of vehicle operating time per day in 2003. This would rise to
approximately 145 hours* per day in 2012. If one would calculate a travel-time
benefit for this delay, savings it would approach $4.5 million** over a 20-year
period.
2. The addition of Coulter Boulevard provides more options for traffic into and out of
the development as well as traffic traveling between Galpin Boulevard and TH 41. If
Coulter were not constructed the analysis shows a disproportionate amount of traffic
would concentrate at the north site access intersection. For example, morning peak
hour westbound lefts in 2003 are projected to queue 1,300+ feet at the north site
access and 600+ feet at Galpin Boulevard. If Coulter Boulevard were in place the
lefts turns would be more evenly distributed and queues would be reduced at the north
site access by 40 percent to approximately 760 feet, while the queues at Galpin would
rise by about 30 percent to 900+ feet. While these queue lengths still significantly
exceed the threshold for a single left-turn lane, the system would operate with less
congestion for more hours of the day than without the frontage road.
3. The addition of Coulter Boulevard is not anticipated to have a significant impact on
the TH 41/TH 5 intersection due to severe capacity limitations at this intersection
(traffic will try to avoid this area due to extreme delays). The results of our analysis
indicate that mainline queue lengths for traffic westbound on TH 5 could approach
the north site access intersection which is located approximately 1,700 feet east of TH
41. Trunk Highway 41 will also be severely limited in capacity with long queue
lengths. Coulter Boulevard would provide an additional option for site traffic to
utilize less congested routes.
Based on this analysis we recommend that the City seriously consider the benefits of
keeping Coulter Boulevard in its street network plan.
(*) Assumes 40 percent of daily delay occurs in morning and afternoon peak hours.
(* *) Based on $12 per hour value of time and 260 calendar days/year.
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'j\TTACHMENT No. 1-
rl-l -5 C?tJ/?,e/P~ STUPY (EYce;P,PS )
CHAPTER ONE
EXECUTIVE SUMMARY
The intent of the Highway 5 Corridor Plan is to guide public intrastructure design and private sector
development of the corridor in a manner that reflects the corridor's role as the heart of the City of
Chllnhll~'ien. The planning effort has focused on land use, urban design, landscape, and pedestrian
elements within the corridor that will contribute to its attractiveness as well as to the image of the
community as a whole. These elements will be addressed through the design of Highway 5,
placement of parallel access boulevards, land use guidelines and regulation, design and landscaping
standards, and the creation ofrecreationaI trails and public open space.
The corridor runs the length of ChllnhllC;:Sen, from Dell Road on the east to the corporate boundary
on the west, including land on both sides of the highway. This corridor is identified on Figure 2.1.
Placement of the access boulevards north and south of Highway 5 was guided by a number of
criteria:
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Access boulevards are intended to serve as local collector streets serving local traffic
needs and to access abutting properties. They are not intended to shortcut regional travel
on Highway 5.
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Access boulevards. due to their function. will be designed with relatively low operating
speeds and will retain much of the existing character of the topography over which they
pass. No parking will be allowed on them, nor will single-family residential curb cuts be
permitted.
· Specific alignments were proposed on the basis ofland use impact. development impact.
visual appeal. and potential costs. The alignments that were considered are shown on
Figure 32.
Suitable land uses within the corridor were established in the city's 1990 Comprehensive Guide
Plan. To a large extent, these land uses were confIrmed or merely refIned by the Highway 5
Corridor planning process. The only major geographic area for which new recommendations were
made is that identifIed on the 1990 Guide Plan map as the "1995 Study Area." This area lies on the
north side of Highway 5 between Galpin Boulevard on the east and TH 41 on the west.
SpecifIc land use recommendations are shown on Figure 4.1.
Parks, open space, and trails were significant considerations throughout the Highway 5
planning process. The plan makes several important recommendations (Figure 5.1):
. Creation of an independent trail system should exist alongside the access boulevards for
virtually their entire length. The trail will be ten feet wide with an all-weather surface-
will be separated from the roadway by a landscaped boulevard (Figure 3.1).
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Creation of three grade-separated pedestrian crossings of Highway 5 should connect
portions of the trail system and to provide safe pedestrian access. The easternmost of these
crossings will occur at the eastern edge of downtown, via a pedestrian bridge over the
highway. The other two crossings will use creek corridors to pass under Highway 5
further to the west
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Creation of a passive park should occur at the north end of the pedestrian bridge, east of
downtown.
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City park acquisition and development should Occur on property south of Highway 5
adjacent to the proposed Opus Gateway development for a city park.
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Creation of visually attractive open-space buffers should occur wherever an opportunity is
presented within the corridor, particularly where the access boulevards are fairly close to
the mainline.
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Landscaping will be an important element along Highway 5 itself access boulevard right-of-way.
The overaIllandscape concept emphasizes retaining natural vegetation where possible and
enhancing it with native plantings, windrows, and berms (Figure 6.1). Particular attention is paid to
buffering potential residential areas with berms and dense plantings. The access boulevards and
trails will be enhanced by deciduous trees to provide visual interest, scale, and shade.
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New site and architectural design standards guide private development throughout the corridor.
These standards are intended to create harmony and unity throughout the corridor while still
allowing for tasteful individual site treatments. The standards have been implemented through an
amendment to the Zoning Code to create the HC Highway Corridor Districts. This district acts as
an overlay to the conventional zoning--that is, it adds another layer of considerations for each site
within the corridor without changing the site's underlying zoning.
On individual development sites within the corridor, thorough analysis has identified site assets and
constraints and recommended appropriate uses, preservation of important natural features, building
massing, landscape and design elements, and relationships with adjacent sites. Numerous sites
within the corridor were evaluated. These evaluations and site design concepts are shown on
Figures 8.1 through 8.20.
Implementation of the Highway 5 Corridor Plan will require a number of action steps by the
city. These include:
· Amending the zoning ordinance to include the HC District.
· Amending the land use plan zoning map to reflect land use recommendations made by the
plan.
· Pursuing funding for public infrastructure and urban design elements.
· Working with MnDOT on mainline roadway and landscape design.
Implementation of these recommendations and planning elements will assist in preserving the
corridor's natural resource base and promoting the community's quality of life.
~ On June 26, 1995 the Chanhassen City Council unanimously adopted this "Highway 5 Corridor
Land Use Design Study" and the document's various recommendations. The Council. its
Commissions and staff will rely upon the study's various guidelines and recommendations for
direction regarding both public and private sector initiatives.
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Evaluating and selecting access boulevard alignments
Determining the physical character of the access boulevards
Reviewing the land Uses designated in the 1990 Comprehensive Guide Plan and making
recommendations for changes as appropriate
Developing standards for landscaping within the highway boulevard rights-of-way
Developing design standards to govern private development within the corridor
The city wanted to create a vision for this corridor and contacted the Design Center for American
Urban Landscape of the College of Architecture and Landscape Architecture, University of
Minnesota. to help defme that vision. In February of 1992, the Design Center submitted a case
study that put forth several useful ideas. These ideas included making outdoor spatial rooms,
making connections for roads, paths, water and open space, and using landscape features such as
vegetation, topography, and extended views to make distinctive buildable sites.
This study laid the groundwork for the Task Force's effort to develop a corridor plan for
Highway 5. The major issues the Task Force focused on were the access boulevards; adjacent land
uses; parks, open space, and trails; development (design) standards; and the corridor urban design
character.
HIGIDVAY 5 CORRIDORPLAJ.'mING GOALS AND POLICIES
Goals and policies that follow provide a philosophical framework for the corridor's design and
development
Goal:
Access Boulevards
-r Policy:
Policy:
The corridor plan develops access boulevards consistent with the City Comprehensive
Plan and the "Building Community Across the Corridor" concepts. The northern
boulevard should be designed as the "main street" of Chanhassen as it will be a
continuous street from Highway 101, west through downtown Chanhassen to
Highway 41.
The function and design of the streets paralleling Highway 5 should be "boulevards"
which are distinctly different from what is normally considered a frontage road. These
boulevards should connect the community, linking neighborhoods to the central
business district, employment concentrations, community facilities, and recreation
opportunities. To the maximum extent possible, it should allow vehicles, pedestrians,
and bicycles to complete trips without using Highway 5. These boulevards should not
necessarily hug the highway, but rather provide a local route that follows existing
topography, preserves natural features, and supports approved land uses. A serpentine
alignment is desirable.
The design of the boulevards shall foster the feel of a main street and not the feel of a
high density collector, which these streets will be classified as. The pavement width
should be the minimum required. Hard surface bike paths and pedestrian trails should
be included in the right-of-way. Landscaping and plantings (streetscape) should be
placed along the boulevards with particular emphasis on landscaping between the
boulevards and Highway 5 when the routes run near each other.
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Land Use
Goal:
Policy:
Policy:
Policy:
The Highway 5 Corridor Plan defines a mixture ofland uses that supports the concept
of developing a diverse community according to the goals contained in the City
Comprehensive Plan. Land use decisions should seek to develop and support an image
of Ch~nh~c:sen as a community with solid residential neighborhoods, a cohesive
downtown, a diverse economy, and a strong social fabric.
The Highway 5 plan should generally support land use decisions and policies detailed
in the City Comprehensive Plan. When deviations from the plan are proposed, they
should be based upon the following determinations:
a. That new information has become available since the Comprehensive Plan was
approved that supports re-examination of the plan.
b. That alignment of the access boulevards and potential impacts of other
Highway 5 plan elements otTer new opportunities and constraints that were not
previously considered.
c. That the work undertaken by the Task Force to detennine an appropriate design
concept for individual sites supports rerming land use decisions.
The Highway 5 plan should detennine land use designations for the 1995 Study Area
identified near the intersection of Highways 5 and 41, as well as for other unde-
tennined parcels located within the corridor. The purpose of derming land uses is to
promote more efficient planning in the corridor and assist property owners and
residents in understanding what IJ13Y occur in the future. It does not imply that these
parcels will be brought within theMUSA line in any particular time frame. These
decisions will be made by the City Council at some point in the future.
Conceptual development plans are prepared for critical sites within the corridor. These
will be adopted with the corridor plan to serve as guides for preparing and reviewing
development proposals in the future. These conceptual development plans will be
utilized to refine a.1lowable uses, provide input into access, grading, building materials,
and orientation. and ensure that other plan elements, such as environmental protection
and pedestrian access, are incorporated.
Goal:
Parks, Open Space, and Trails
Policy:
Policy:
Policy:
The Highway 5 plan shall seek to preserve and enhance recreational open space,
passive and active, along the corridor.
The plan shall be coordinated with the Park and Recreation element of the city's
Comprehensive Plan.
The plan shall incorporate provisions for protecting and enhancing the BlufTCreek
corridor that will ultimately connect Minnewashta Regional Park with the Minnesota
River National Wildlife Refuge. Included in this policy is the concept of utilizing a
bridge or major culvert and associated trail. Similarly sensitive provisions are to be
incorporated at creek crossings of the access boulevards.
Other pedestrian linkages should be included, including one in the vicinity of the
central business district, another at Lake Ann Park, and others if appropriate. Linkages
should help mitigate the effects of the community being divided by Highway 5. The
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Policy:
Policy:
plan should seek to incorporate trail linkages identified by the Park and Recreation
element of the Comprehensive Plan. Linkages should connect adjoining
neighborhoods and employment centers, the central business district, recreation areas,
and the Minnesota Landscape Arboretum.
The plan should identify open spaces to be preserved by public ownership or through
developer contributions. These should include areas having scenic and environmental
importance such as major stands of trees, view corridors, wetlands, and water courses.
Significant landforms should also be designated and outlined as a means for
incorporating them into development proposals.
The plan should seek to limit the impact of the access boulevards on Lake Ann Park,
while improving the safety and comfort of access by city residents.
Development Standards
Goal:
Policy:
Policy:
Policy:
Policy:
Policy:
Policy:
Policy:
Policy:
Policy:
Development standards should be implemented along the corridor to ensure that new
development is consistent with the goals and policies of the Highway 5 plan.
High quality of building and site design will be required along Highway S. This
requirement will encompass building architecture, materials, and landscaping. Signs
will be low profile and architecturally compatible with the building.
Buildings will be oriented to reduce massing and scale where appropriate in proximity
to Highway 5 and to screen undesirable elements from view. UndesiJ':?ble elements
include parking lots, loading docks, etc. Generally, buildings should have office and
design amenities located closer to the highway. The undesirable elements should be
located behind the building when viewed from Highway S.
Setbacks from the highway will be sufficient to provide appropriate landscape
buffering and minimize the highway's visual impact
On large development sites containing a mixture of land uses, the higher quality uses
will be located on sites in proximity to the highway. For example, in an industrial park,
office buildings, and high design-amenity structures should be located near the
highway, with industrial or warehouse structures located on interior parcels.
Sites developed within the central business district will be designed to complement
architectural styles and development patterns, to promote the cohesiveness of the
downtown area.
Development plans will incorporate provisions for pedestrian access and be designed to
promote transit use.
No direct traffic access to Highway 5 will be permitted. All primary access will be
gained from the access boulevards and from local streets extending from them.
Site plans must strive to maintain landforms and environmental features. When
feasible, these landforms and features should be complemented and enhanced by the
design. For example, the planting of a grove of over-story trees or design of a water
feature to complement the site is encouraged.
Higher intensity uses will be effectively buffered from lower intensity uses, natural
features, parks, and public spaces.
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30-foot wide median and will generally follow the existing alignment ofTH S. Four-direction,
signalized intersections with channelized turn lanes and pedestrian provisions are proposed at the
following locations:
· TH 41
· Galpin Boulevard
· Audubon Road
A new roadway, West City Street, is proposed to cross TH 5 between TH 41 and Galpin Boulevard.
Although traffic movements will be provided for in all directions, signalization of the new
intersection is not likely to be warranted immediately after construction.
Another new roadway, East City Street, is proposed to be constructed south ofrn 5 between
Galpin Boulevard and Audubon Road. Access is proposed only to the eastbound lanes ofTH S.
Signalization will not be provided.
Park Drive extends south ofTH S. Access to and from TH 5 will remain as it exists today. Turning
lanes will be provided; however, signalization is not anticipated.
PURPOSE AND INTENT OF THE mGHW AY 5 CORRIDOR PLAN
The City ofChanhassen 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 Ch~nh~~'ien'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.
Recognizing the importance of this corridor, the city undertook a number ofstudies designed to
culminate in a Highway 5 Corridor Plan. The pian is intended to promote orderly and attractive
development ofland 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 of higher quality than might have occurred in the absence of the specific guidelines created
through this pIanning effort.
The purpose of the Highway 5 Corridor Plan is to:
A. Protect creek corridors. wetlands. and significant stands of mature trees through use of
careful site design, protective easements, sensitive alignment and design ofroadways and
utilities, incorporation ofnaturaI features, landscaping and massing of trees that enhance
existing natural features and views, and the practices delineated in the city's "Best
Management Practice Handbook".
B. Promote high-quality architlXtural and site design through improved development
standards within the corridor. These standards, which govern site pIanning, placement of
building masses, use ofmaterials and the like, enable the City of Chanhassen to enhance
what otherwise might result in low-quality strip development.
C. Create a unified. harmonious. and high-quality visual environment throughout the
corridor, thereby identifying it as a special place with a unique identity within both
Chanhassen and the Twin Cities region as a whole.
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CHAPTER THREE
TH 5 CORRIDOR ACCESS BOULEVARDS
INTRODUCTION
Land use parcels that abut the TH 5 corridor will require access as development occurs. Frontage
roads were not discussed with the initial TH 5 Environmental Assessment (EA). Development
densities for the corridor when the EA document was prepared did not require frontage road access.
However, the city-prepared 1990 Comprehensive Land Use Plan identified a parallel roadway on
the north side ofTH 5 and a series of connecting roadways on the south side. These roadways were
designated as collectors.-Class I.
Intensifying land use patterns subsequent to the comprehensive land use plan's preparation
reaffumed the need for some form of frontage roads. Defming the type and location of these
roadways was one of the foremost objectives of the Highway 5 Task Force group. Upon initial
study, it became apparent that the frontage roads' character should break from the historical norm.
Roadway issues that became apparent pertained to visual quality, compatibility with planned
residential neighborhoods, environmental sensitivity, and pedestrianlbicycle connections.
In response to these concerns, a boulevard concept emerged. Collector roads with boulevard
character could meet abutting parcels' access and traffic needs. However, the roadways could also
evoke a visual and environmental sensitivity consistent with the adjacent landscape setting. The
term "access boulevard" was formed as a means to articulate both sets of objectives.
*' ACCESS BOULEVARD PURPOSE
Access boulevards are intended to generally parallel the TH 5 mainline, with north side and south
side alignments occurring between Powers Boulevard and TH 41. Two basic vehicle functions
should occur:
1. The roadways shouldfaciUtate local trips. that is traffic movement between subareas or
neighborhoods within the city. For example, traffic between the residential areas and
Chanhassen's central business district (CBD) would rely on the access boulevards.
2. Local vehicle access to parcels abutting and in general proximity to the corridor would
occur, specifically for subregional and regional trips.
~
In addition, the access boulevard corridor will provide a convenient and logical opportunity for
east-west community trails offering both pedestrian and bicycle functions. North-south trails,
crossing TH 5 at or below grade, will establish a grid for convenient and safe pedestrian and bicycle
movement.
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OTIIER DESIGN PRlNCIPLES
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CHAPTER SIX
LANDSCAPE AND URBAN DESIGN
Highway 5's landscape setting is comprised of both natural and cultural features indicative of the
area's rolling, rural landscape. However, the character and quality oftbis landscape will change due
to impending roadway construction and land use development Although changes within the
corridor are unavoidable, retention of the landscape's quality and sensitivity to the natural resource
base which it reflects must occur. This chapter identifies prudent measures and design objectives
intended to assist both public and private sector activities with landscape and urban design
treatments.
EXISTING LANDSCAPE CHARACTER
The landscape character of Chanhassen's Highway 5 corridor is indicative of the rural, agricultural
landscape found within Carver County. Rolling terrain provides visual interest and vantage points
of farm hillsides and natural areas. Wetland pockets dot the area perched in the rolling terrain.
Creeks and waterways crisscross the corridor formulating a drainage system. Stands of native trees
correspond with creek edges, agricultural fence lines, and preserved woodlands. Crop areas form
open space pockets dermed by adjacent wetlands, woodlands, and roadway edges.
Cultural elements also contribute to the corridor's landscape character. The University of Minnesota
Landscape Arboretum and orchard area form the community's western Highway 5 gateway. In
contrast, Chanhassen's established downtown frames the corridor's eastern entrance. Land uses
abutting the corridor significantly contribute to the visual character of the corridor.
ORGANIZING CONCEPT
Land and roadway development of Chanhassen's Highway 5 corridor is unavoidable. Existing and
projected traffic volumes establish the need for proposed roadway changes. Land use development
pressures will expand the built environment west along the corridor consistent with city planning
actions. The resulting landscape should, however, be planned and designed to "visually organize
corridor elements while remaining sensitive to physiographic characteristics."
LANDSCAPE CONCEPT OBJECTIVES
The following objectives provide design guidelines for the Highway 5 corridor landscape treatment
(Refer to Figures 6.1 through 6.4 and Figures 4.1 through 4.21 for concept illustrations.)
A. Preserve native woodlands and tree massings:
. Minimize intrusions upon woodland stands by private development or roadway
construction through a woodland or tree preservation ordinance.
. Encourage minimal removal of vegetation adjacent historic fence lines or
drainageways during developer site plan review.
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Employ urban landscape elements at the corrununity's eastern entrance that
contribute to a gateway effect. The area's corrunerciallindustrial uses suggest an
architectonic solution employing vertical elements. Develop within public right-
of-way through tax increment fmancing or other public expenditure.
.
Establish CBD gateways at:
CJ Powers BoulevardIrH 5 within open space in the northwest and
northeast quadrants through public/private funding.
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The fonner Red-E-Mix/raco Shop parcels near the TH 101 realignment
through leisure park development with HRA investment
.
Construct CBD portals with HRA involvement at:
CJ Market Street/TH 5 within the northwest and northeast right-of-way
quadrants.
CJ Great Plains BoulevardITH 5 within the northwest right-of-way
quadrant.
Strengthen prominent intersection identification through landscape treatment:
.
Utilize plant material massings and ground fonn to reinforce prominent access
boulevards with cross streets. Seasonal variety and moderate maintenance
solutions should be strived for.
.
Employ natural features, where possible, to reinforce intersections. Features may
include wetlands, drainage basins, creek corridors, and woodlands.
Establish a unique identity for access boulevard corridors with a parkway-like
treatment:
.
Utilize canopy trees and traditional boulevard elements to reinforce access
boulevard identity and continuity. Consider orchard tree species .consistent with
the "Arboretum Boulevard" identity.
.
Promote visual access to natural landscape features abutting the access boulevard
corridors. Accentuate views of adjacent natural amenities such as wetlands, creek
corridors, and woodlands.
H. Utilize landscape elements to provide an effective buffer between the Highway 5
mainline or the access boulevard corridor and adjacent residential uses:
· Establish windrows ofplanting utilizing native vegetation.
· Where feasible, employ earthen benns as an effective visual and noise buffer.
· Employ native vegetation such as grasses and wildflowers to minimize
maintenance and maximize rural landscape character.
· Utilize native pond vegetation to naturalize edges adjacent detention ponds.
BARTON.ASCHMAN ASSOCIATES, INC.
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CHAPTER EIGHT
IMPLEMENTATION
Implementation and follow-through are critical to any planning study. Without adherence to the
plan and diligent conunitment by decision-makers, those resources expended to complete the plan
are for nought
This chapter provides a concise overview of the primary tasks that should be undertaken as a means
of implementing the Highway 5 Corridor Plan. They are not intended to be an end-all, but rather to
assist in identifying specific tasks and measures needed to carry out the plan's intent
A. Access boulevard design and implementation will involve public/private sector
cooperation. Specific measures that must be studied or completed as a part of the access
boulevard development include:
*
.
Confirmation of the preferred boulevard development corridor.
. Completion ofrelated environmental documentation.
. Completion of traffic analysis if adjacent land use densities or potential traffic
pose capacity issues.
. Continued pursuit of IS TEA funds and other funding sources for implementation.
*'
.
Preservation of access boulevard right-ofway during the land development
process.
B. Changing land use within the corridor will require ongoing study, review, and
attention from city staff. Specific tasks include:
. Updating the Comprehensive Land Use Plan consistent with the corridor land use
recommendations
. Changing the community zoning ordinance consistent with recommendations
made within the HC overlay district
C. Parks, open space, and trail components will contribute to the corridor's success.
Additional tasks to be completed include:
. Integration of the recommended park. open space. and trail components into the
community's overall park and recreation system plan.
. Preparation of an open space management plan to guide operations and
maintenance of public and private open space parcels within the corridor.
. Identification of specific park. open space. and trail corridors.
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Acquisition of th ese parcels should occur as soon as possible prior to
development
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Pursuit of general funds, user fees, or bond referendum to finance park
component construction.
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Landscape and urban design elements will reinforce the corridor's resource base and
aestbetic appeal. Implementation measures include:
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Adherence to ref:ommended landscape plans consistent with access boulevard,
highway mainline, and trail construction.
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· Adherence to landscape guidelines during private development approvals.
.
Ongoing staffsupport to participate in MnDOT landscape plantings.
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· Design and implementation of community gateways and entrance portals.
E.
Development and design standards will guide tbe corridor's building development
quality. Ongoing effort will be needed including:
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Adherence to the proposed design guidelines by the Planning Commission and
the Housing and Redevelopment Authority.
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Staff support for design considerations during negotiations with developers.
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Parcel site analysis and concept plans have been provided as a means to explore potential site
development schemes. However, it is expected that ongoing discussions will occur with developers
as a part of the approvals process. Staff and commissions should try to adhere to the site planning
objectives while promoting creativity within each outlined parcel.
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PROPOSED AND POTENTIAL PARKS
A number of proposed or potential park facilities are planned for development (see Figure 5.1).
These Cacilities will respond to the increasing demand Cor park and recreation activities by
impending residential land uses. A summary of the proposed facilities follow:
*
1.
Development of the Gateway Business Parkin the southeast comer ofTH 5 and TH 41 is
intended to include substantial park area. Passive park uses will occur within land parcels
on the east edge of the Gateway Business Park extending to Galpin Boulevard. This park
would take advantage of existing wetland and wooded areas. Passive open space and trail
elements are currently programmed for development
2. An elementary school has been developed in the southeast comer ofTH 5 and Galpin
Boulevard. Multiple-use ballfields will be included within its site development (refer to
Chapter 4 for sketch plan). The school's open space and developed facilities should be
considered as public open space and an element of the community's park system.
3. Substantial single- and multifamily residential parcels are designated on the north and
south sides ofTH S. Neighborhood parks responding to these to-be-developed residential
areas must be planned for. In establishing neighborhood park locations, the following
criteria may be exercised:
. Park service area taking into consideration highway or physical barriers.
. Parcel size conforming to Chanhassen's neighborhood park standards and
responding to the abutting neighborhood's density and population.
. Preservation of resource baSe including wetlands, water basins, creeks, or
wooded areas.
. Topography consistent with the development program.
. Adjacent land use.
. Community trail system connections.
4. Planning has been completed for a civic park adjacent to city hall (Figure 5.2). This
facility is intended to host significant community events, community education activities,
summer musical festivals, and senior's activities. The park's design also provides an
attractive foreground for the city hall complex.
5. Community and urban gateways are planned as a part of the corridor's development (refer
to Chapter 6, Corridor Landscape and Urban Design). The urban gateways identified are
of adequate size to provide passive open space including informal picnic areas.
An example of such a facility is currently being planned for the former Red-E-Mixffaco
Shop site located on the north side ofTH 5 between Great Plains Boulevard and Dakota
Avenue (TH 101 realigned). This park site provides a key community gateway while
establishing informal, leisure space near the downtown area.
BARTON-ASCHMAN ASSOCIATES. INC.
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ATTACHMENT No. 5
15. T.H. 5/Arboretum Entrance - Turning movements into and out of
the Arboretum are compl i cated by the heavy traffi c vol urnes
along T.H. 5. In the future, this situation should be
addressed in the reconstruction of the western segment of T.H.
5.
Road Caoacitv/Aliqnment/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. Spec i fi c examples of such ci rcums tances
include the following:
1. T.H. 5 - T.H. 5 is the transportation backbone of Chanhassen.
Users of Highway 5 are aware that excessive congestion on this
route occurs at various times of the day with concentrations
during peak hours. Portions of T.H. 5 are overloaded for up
to 8 hours per day. Traffic levels of approximately 7,000 to
7,500 vehicles per day is used to justify a four lane
facility. In 1986, T.H. 5 carried 20,500 vehicles per day at
Chanhassen's eastern border. T.H. 5 is also unique because it
carries "reverse commuting" patterns. Employment
opportunities in Chanhassen attract workers who travel
westbound duri ng the morni ng hours and eastbound in the
evening. This movement counters Chanhassen residents who work
in other locations in the Twin City area, most of which lie
east of Chanhassen.
At the present time, T.H. 5 is being improved. By 1991, T.H.
5 will exist as a four lane divided highway from a point 3,000
feet eas t of Chanhas sen r seas t border of I -494. A 1991
1 ett i ng date is schedu 1 ed for replacement of the Ch i cago,
Mi 1 wau kee, St. Pau 1 & Pac i fi c Ra i 1 road bri dge south of the
Chanhassen CBD. Also scheduled is the widening of T.H. 5 to
four' lanes from west of CSAH 17 to the point 3,000 feet east
of Chanhassen' s eastern border. -11- '/)1/S ?/"'f)t!1~.f);1UJ ~t:7r 'de?" t1~tJUrreL
Improvements that are currently underway wi 11 si gni fi cantly
improve conditions on T.H. 5. It is extremely important in
the future that the City continue to monitor funding levels to
13
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ensure that current plans are implemented. The City will
continue to support the expansion of T.H. 5 to four lanes from
CSAH 17 to Chanhassen' s wes tern border. Add it i ona 11 y, the
future function of T.H. 5 is dependent on the construction of
new T.H. 212. Without new T. H. 212, T.H. 5 will again be
quickly over capacity, even with the implementation of planned
improvements.
2. T.H. 101 - Trunk Highway 101 is classified as a temporary
trunk highway and as such, it has not received appropriations
for any improvements with the exception of absolute minimum
necess it i es. Recent 1 y, Hennepi n County to accepted
jurisdiction of T.H. 101 within County boundaries. Since a
substantial portion of T.H. 101 is in Carver County and
Chanhassen specifically, jurisdictional and functional
continuity are significant concerns that could have major
consequences for the ci ty. The juri sd i ct i ona 1 prob 1 em is
further compounded by the need for T.H. 101 improvements. The
highway has significant alignment and geometric problems
particularly south of T.H. 5. Chanhassen needs to take the
lead role in promoting the improvement of T.H. 101.
3. Pleasant View Road - Pleasant View Road serves as the only
east/west connection between CSAH 17 and T.H. 101 in northern
Chanhassen. The existing roadway alignment is inadequate in
several areas. Sharp curves, garages located at the
ri ght-of-way 1 i ne, hi dden driveways and frequent vi stas 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 in the future as traffic volumes continue to
increase.
4. CSAH 17 - County Road 17 currently extends south of T.H. 5 to
Lyman Boulevard. In the future, it will be possible to extend
the route to new T.H. 212 and south to Pioneer Trail. South
of Pi oneer Tra il, further extens ion is not feas i b 1 e due to
exi sti ng development and extreme vari ati ons in topography.
Therefore, Chanhassen's only reasonable opportunity for a
comprehensive north/south minor arterial route lies in the
improvement of the T.H. 101 corridor.
14
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5.
Minnewashta Parkway - This street serves as the only
north/south route between Hwy. 5 and Hwy. 7, west of Lake
Minnewashta. It is also located such that it likely serves
some through trips from outside the City along Hwy. 5,
traveling to the north to Hwy. 7, as well as locally generated
t ra ffi c along its route. Th is area has undergone a fa i rl y
significant amount of development but there is considerably
more development potential that is likely to be realized over
the next decade. At the same time, the road suffers from
safety and capacity restraints due to poor alignment, under-
width pavement and poor intersections and/or driveway
connect ions. Aport i on of the ri ght-of-way forms the Ci ty
border with Victoria which will require a coordinated approach
to improvements.
Lake Dri ve - Lake Dri ve is bei ng developed to serve two
functions. These include local access south of Hwy. 5 and a
arallel col ector to w. capa e 0 carr in 0 f- oa e
local ri s 0 snort to me lum lengt. The ity is curre y
under aking a Joint proJect wit nD T and the City of Eden
Prairie to extend to Lake Drive ~ast to the City line where it
will merge with a new signalized intersection at Hwy. 5 and
Dell Road. For the street to serve it's 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.
Jurisdictional Continuity
Chanhassen contai ns a number of roads whi ch 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. CSAH 17 - County Road 17 serves as one of Chanhassen's major
north/south routes. 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.
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further define the need for the realignment of T.H. 41 including
the possibility of a new river crossing.
T.H. 101/ProDosed T.H. 212 and CSAH 17/ProDosed T.H. 212
Interchanaes - Plans for new T.H. 212 call for an interchange at
T.H. 101 in Chanhassen and construction of an interchange at County
Road 17 and T.H. 212.
Lake Lucy Road - The portion of Lake Lucy Road between CSAH 17 and
CSAH 117 was reconstructed and realigned in 1987. Long term, the
further extension of this route westward to T.H. 41 is planned.
Eas t/West Co 11 ector. North of T. H. 5 - The transporta t ion plan
calls for the eventual construction of a new east/west collector
connecting T.H. 41 on the west and Galpin Boulevard on the east.
This collector is to be located approximately 4,000 feet north of
T.H. 5.
Lake Dri ve Extens ion - An extens i on of Lake Dri ve is planned
between Powers Bou 1 eva rd (Co. Rd. 17) and Audubon Road. The
alignment of this route south of T.H. 5 separates planned
industrial uses from planned residential uses.
*
Construction of a continuous collector in this area is complicated
by the existence of the existing Timberwood residential development
and extens i ve wetlands west of Gal pi n Bou 1 ev a rd. In order to
provide needed access to this area, the plan calls for the
construction of a roadway that extends McGlynn Drive westward to
Galpin Boulevard. The route crosses Galpin Boulevard and connects
to a new north/south collector road which in turn connects to 82nd
Street on the south.
25
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Minnewashta Parkway
Galpin Boulevard (CSAH 117)
Powers Boulevard (CSAH 17)
Collector - Class I Continued
Kerber Drive
Market Boulevard
West 78th Street
Lake Drive
Pleasant View Road
Lake Lucy Road Including Extension
New East/West Route, North of T.H. 5
~ New East/West Route, South of T.H. 5
\JY Audubon Road
Lyman Boulevard (CSAH 18)
Pioneer Trail (CSAH 18)
Bluff Creek Drive
Lake Riley Boulevard
North T.H. 5 Frontage Road
Each of these roadways contains or wi 11 conta in two to four
traveled lanes. Existing routes may have some direct land access.
These routes, as well as additional ones designated in the future,
are likely to carry higher traffic volumes as urban development
continues.
JURISDICTIONAL CLASSIFICATION
Consideration of functional classification is significant in the
analysis of juriSdictional classification. In general, principal
arterials are under the jurisdiction of the State; minor arterials
- Class I are State roadways; minor arterials - Class II are either
State or County roadways and collector - Class I roadways are under
the jurisdiction of the City of Chanhassen. Other criteria which
affect jurisdiction include historical jurisdiction, provisions for
local access, continuity and funding for capital and operating
expenses. .
In general, the current juriSdictional responsibilities (state,
county and local) are generally consistent with the above criteria
and with the recommended roadway system.
32
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STREET FROM TO CLASSIFICATION
Lake Drive East Dakota Ave T.H. 101 Co 11 ect - Cl I
Audubon Road T.H. 5 Chaska Limit Collect - Cl I
Pioneer Trail West Limit East Limit Co 11 ect - Cl I
Bluff Creek Drive Pioneer Tr. T.H. 212 Co 11 ect - Cl I
Lake Riley Blvd Lyman Blvd East Limit Collect - Cl I
Key: Prin Art - Principal Arterial
Min Art - Cl I - Minor Arterial - Class I
Min Art - Cl II - Minor Arterial - Class II
Collect - Cl I - Collector - Class I
Chanhassen has different policies pertaining to construction
standards for urban versus rural local streets. Urban roadways are
required to dedicate 50 feet of right-of-way for local streets and
a 28 foot wide paved area is required. Rural roadways are also
required to have bituminous surfacing in a 24 foot width contained
within a 60 foot right-of-way. Current city policy also allows the
constructi on of pri vate dri veways provi di ng such dri ves do not
serve more than four single family residences and it is
demonstrated to be infeasible to construct a public street. In
such cases, 60 feet of right-of-way is required with the roadway
consisting of a 28 foot wide gravel surface.
TRANSPORTATION ISSUES/SYSTEM 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.
In examining Chanhassen's existing transportation system, a general
problem is readily apparent. The s stem provides adequa e
north/sQuth access in terms of facility locations but is eflcient
TT1east/westrOUtes. Inthe northeastern part of the clty, I~
is 10ca:t€a3."'5 mtre5 from T.H. 7. This compares to maximum spacing
of one mile for north/south routes in the same general area,
8
System Deficiencies
arY OF
CHAn;ASSEN
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. Intersections/Access
- Capacity/Connections
6 Jurisdictional Continuity
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the year 2010 on each roaonciY segment. Therefore, the vehicle Vl.l111me shown in Figure 3 is
the estimated traffic that would be on the roadway segment in 2010 if the roadway segment
could accommodate it at an acceptable level of service. The vehicle volumes are the daily (24
hour) vehicles iorecast for the roadway segment on an average weekday throughout the year
2010.
The "capacity restraint" forecast assigns traffic from.one zone to another based upon the capacity
of the roadway segments between the zones. Traffic is diverted from the desired (least time)
paths to alternate routes as the capacity is reached. The assignment is an iterative process
employed until equilibrium is attained. Therefore, the vehicle volume shown in Figure 4 is the
estimated traffic that would be on the roadway segment in 2010 based upon the existing or
committed capacity of the roadway segment. ("Committed" means the capacity improvement
is included in an adopted Capital Improyement Program. The committed improvements are
shown in Figure 6.) Detailed forecast volumes fo'r each city are provided in Appendix C.
The current (1988) traffic volumes on the base system are shown in Figure 5, where available.
V. EVALUATION OF BASE ROADWAY SYSTEM
Capacity Deficiencies
Analysis of the 2010 traffic demand on the base system (Figure 3) finds that several roads will
have capacity deficiencies. Those roads with a level of service (L.a.s.) greater than the
maximum acceptable L.O.S. D are shown in Figure 6. A description of L.a.s. for arterial and
collector roadways is given in Table 4. Highway 5 traffic will experience L.a.s. F 0
delays) from Victoria Drive CSAH 11) to I- -- includIng t e current and committed
wi emng to our lanes east of T.H. 41. The propos com on section 0 T.H. ~ and . . 101
In han assen IS forecast to have a demand of over 66,000 vehicles per day -- which is almost
50% greater than L.O.S. F for a four-lane highway. This could be a high accident section of
roadway -- because of the merging and weaving of north-south traffic with east-west traffic in
a short distance. The other roadways with capacity deficiencies are T.H. 41, T.H. 101, Lyman
Blvd.lCSAR 18 from T.R. 41 to T.H. 101, CSAH 17 north ofT.H. 5 and T.H. 212 from T.H.
169 west to Norwood/Young America.
The proposed T.R. 212 four-lane freeway is forecast for L.O.S. E or F east of T.H. 101.
When the level of service on New T.H. 212 reaches L.a.s. E, the on-ramps will be metered -
- which could place additional traffic on the base and local roadway systems.
Although the 2010 demand forecast for CSAH 17 south ofT.H. 5 is within the acceptable level
of service range, the 2010 capacity restraint forecast exceeds that range, and CSAH 17 between
T.H. 5 and CSAH 14 (pioneer Trail) also becomes deficient in capacity.
ATTACHMENT No. 6
1n
b/lt!a??5 ~N F/Iv,J-? ?~47
Final Plat-Arboretum Business Park
July 28, 1997
Page 12
ATTACHMENT NO.7
The applicant shall dedicate Outlots A & B (48.38 acres), comprised of26.13 acres of wetland
and ponds and 22.23 acres of upland, and all required connecting trail easements, to the City of
Chanhassen. Compensation for the 22.23 acres of upland shall include a park dedication credit
of 11.73 acres and cash payment of $200,000. Said cash payment being derived from tax
increment proceeds and paid on a no interest schedule of $40,000 per year for five years. The
year of commencement being the year of initial tax increment proceeds.
Trails
Steiner Development shall be responsible for planning, engineering, and constructing the
"wetland trail." This trail follows an alignment generally described as the western edge of
Outlots A & B. Connection points for this new trail construction shall be the terminus of the
Trotter's Ridge trail and Autumn Ridge trail. Portions of said construction will occur off-site of
the Arboretum plat within land owned by the City of Chanhassen.
Trail construction shall be completed in two phases. One north of the proposed Coulter
Boulevard and, the first phase, lying south of proposed Coulter Boulevard. Each phase shall be
completed contemporaneously with adjoining improvements.
In consideration for this trail construction, the city shall compensate Steiner Development full
costs of trail construction plus a 10% design and construction management fee. Bid documents,
including plans and specifications, shall be approved by the Park & Recreation Director and City
Engineer prior to soliciting bids. Project bidding shall occur in a competitive environment with a
minimum of three bids being received. The results of the bidding process shall be reviewed with
the Park & Recreation Director and City Engineer prior to award. Cash payment for trail
construction shall be made from the City of Chanhassen to Steiner Development upon
completion, inspection, and acceptance of the trail.
In lieu of crediting trail fees against said trail construction, full trail fees shall be collected per
city ordinance for all lots in the Arboretum Business Park. Said fees shall be deposited into the
city's trail dedication account-the same account that will fund the cash payment being made to
Steiner Development for trail construction.
Coulter Boulevard
While not necessary as part of the first phase of development, Coulter Boulevard, which is a state
aid highway, has become a contentious issue in the review of the Arboretum Business Park
(formerly Gateway Business Park). As part of the preliminary plat review, City Council
requested that the various viewpoints regarding whether this road should or should not be built
be presented.
Final Plat-Arboretum Business Park
July 28, 1997
Page 13
Engineering
See attached letter from Scott Peters, MNDOT, to Charles Folch.
Parks
The Park and Recreation Commission has worked judiciously in concert with the City Council
and Planning Commission to assemble an open space preserve centered on the 1995
O'Shaughnessy land donation. The overriding intent of this effort was to set aside an
environmental preserve in excess of 100 acres. The reasons for this effort are as diverse as they
are numerous and include establishment of a wildlife sanctuary, creation of a "walking" park,
protection and enhancement of water quality, advancement of an outdoor classroom, the
opportunity to conduct environmental rehabilitation, the protection of community property
values, and to ensure a new and improved ecological future.
With these values, it is difficult for the commission to find merit in the construction of a road
through the middle of this preserve. Therefore, in the absence of a definitive argument in favor
of the road extension, the commission cannot support the construction of Coulter Boulevard
through this sensitive environment.
Planning
Planning staff recommends the construction of Coul ter Boulevard.
As part of the Highway 5 study, the city specifically looked at and approved the concept for the
provision of access boulevards both north and south of Highway 5. These boulevards were
intended to facilitate local trips, that is traffic movement between sub-areas and neighborhoods
within the city. Coulter Boulevard provides continuity and connections for areas south of
Highway 5, creating convenient and logical opportunities for east-west trails for automobiles,
bicycles, and pedestrians. In addition, north-south trails, crossing Highway 5 at and below grade,
will establish a grid for convenient and safe travel within the community. In addition, as part of
the 1991 comprehensive plan, the city designated a collector road south of Highway 5 on the land
use map.
One of the city's recreation policies to provide park and open space facilities that emphasize
accessibility and use by Chanhassen residents. By constructing Coulter Boulevard, the city
Final Plat-Arboretum Business Park
July 28, 1997
Page 14
creates convenient access to a large open space that would not be accessible to the aged and
disabled.
City comprehensive transportation policies encourage multiple use of right of ways for
accommodating various modes of transportation; utilize the land use map to illustrate planned
road alignments and facilitate their acquisition and construction; 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; promote safe and
convenient connections between the highway system and major commercial areas, industrial
uses, and residential neighborhoods; require sidewalks in commercial, industrial, and medium
and high density residential areas; and coordinate efforts with appropriate jurisdictions to ensure
that Highway 5 continues to function effectively
REVIEW OF CONDITIONS OF APPROVAL
The developer will be responsible for surface water management fees pursuant to ordinance.
Staffhas estimated the water quality fees at $528,255 and water quantity fees of$497,127.
Water quality credits will be given for the creation of on-site water quality ponds meeting
NURP standards in accordance with the SWMP. Water quantity credits will also be given
for payment of assessments and/or construction of trunk storm sewer lines. Final SWMP
fees will be determined upon review of the final grading, drainage and construction plans
with each phase of the project. Surface water management fees are only applicable to the
lots being platted and not outlots.
*This condition shall be modified as follows: The applicant shall build NURP ponds for the
entire site with this phase of the development. Credits from these NURP ponds will
provide the applicant with a surplus of SWMP credits ($78,341), and, therefore, no SWMP
fees will be required for the first phase of the development. As future phases are brought in
for final plat approval, these credits will be applied against the future SWMP fees.
2. The developer shall supply the City with an overall phasing plan of the grading including
the amount of earthwork involved in each phase.
*This condition has been met for the first phase. Each phase will vary in grade depending
on soil conditions. Each phase will have an individual grading, drainage, and erosion
control plan.
3. The grading plan shall be revised to incorporate the following items:
a) Lot I, Block I shall be revised to accommodate for a drive access over the easterly 40 feet
of Lot I, Block 1 to service the Wrase property.
~
--
1\11
Bonestroo
Rosene
Anderlil< &
Associates
80nestroo. Rosene. Anderlik and Associates. In' , Affirmative Action/Equal OppOrtunity Employer
Principals: Otto G. Bonestroo. p.e. . Joseph C. Anuerlik. p.e. . Marvin L. Sorvala. pe. .
Richard e. Turner. pe. . Glenn R. Cook. pe. . Robert G. SChunicht. pe. . Jerry A. Bourdon. pe. .
Robert W. Rosene. p.e. and Susan M. eberlln. C.PA., Senior Consultants
Associate Principals: Howard A. Sanford. pe. . Keith A. Gordon. p.e. . Robert R. Pfefferle. p.e. .
Richard W. Foster. pe. . David O. Loskota. pe. . Robert C. Russek. A.I.A. . Mark A. Hanson. pe. .
Michael T. Rautmann. p.e. . Ted K.Field. p.e. . Kenneth P Anderson. pe. . Mark R. Rolfs. pe. .
Sidney P Williamson. pe" L.S. . Robert F. Kotsmith
Offices: St. Paul. Rochester. Willmar and St. Claud. MN . Milwaukee. WI
Engineers & Architects
DIRECTOR OF PUBLIC WORKS COMMENT
LARGER SCALE DRAWINGS WILL BE PROVIDED AT THE
WORKSESSION MONDAY NIGHT.
December 9, 1997
Mr. Charles Folch
City of Chanhassen
690 Coulter Drive
P.O. Box 147
Chanhassen, MN 55317-0147
CITY OF CHAHHASSEM
[]j~@~~Wrnill)
DEe 1 Ii 1997
Re: Arboretum Business Park Area Phase II Improvements
Elevated Storage Tank, City Project 97-1-1
Our File No. 39358
EHGlHEERitUi DEPT.
Dear Charles:
We have prepared a preliminary schedule and preliminary site plans for completing Elevated Storage
Tank (water tower) portion of Phase II of Project 97-1 in the Arboretum Business Park area. The
total estimated project cost for the elevated storage tank is $2,480,000. The elevated storage tank
is a portion of the total 97-1 Phase II work which includes the following:
Traffic signal at 82nd Street and T.H. 41
2.0 MG Elevated Storage Tank
Coulter Boulevard street construction
.
The above items were included in the original Feasibility Report for the project presented to the
Council on June 23, 1997. Financing for the work could be as discussed in the Feasibility Report.
Assessments are proposed for lateral benefit from some of the water main to the tower site.
The traffic signal, water tower, and Coulter Boulevard will be bid as three separate construction
contracts. Having three separate construction contracts is beneficial since the three work elements
require different construction contractors and schedules. Specific information on water tower is
presented below.
Water Tower. The elevated storage tank is proposed to be located somewhere on or near the former
Wrase property because of the natural elevations of the area. The City has recently acquired the
property from the Wrase's. Several specific tower locations have been evaluated.
Figure 1, attached to this letter, shows three of the evaluated tower sites. Figures 2-5 show the
effects of some of the tower sites on the adjacent development. The issues associated with the
different sites include available space, existing trees, slopes on neighboring property, and cost. We
2335 West Highway 36 · St. Paul, MN 55113 · 612-636-4600 · Fax: 612-636-1311
recommend Tower Site B as shown on Figures 1 and 5. This location offers the benefit of saving
the existing evergreens north and west of the tower, as well as allowing for the southern portion of
the fonner Wrase property to be developable. Selling the southern portion of the site is desirable
since revenue from the sale of the southern portion can be used to offset some of the site acquisition
costs. The tower construction cost for Site B is approximately $10,000 higher than the other sites
because the site is approximately five feet lower.
Specific infonnation on the site and tower style will be prepared and presented as part of the tower
design process.
The schedule to complete the elevated storage tank takes approximately 17 months from the time
plans and specifications are ordered. The longer time is necessary to ensure that proper painting
conditions and temperatures are met. It is important to note that the water tower is needed as Soon
as possible to continue to provide fire flow capacity and residential demands during the summer
months. The installation of the water main to feed the water tower can wait until the spring of 1999.
This may allow the developer to complete the site grading before the main is installed.
The Timing for the proposed elevated storage tank improvements could be as follows:
Order preparation of plans and specifications
Approve plans and specifications
Award tower bids
Begin tower construction
Complete tower erection
Certify Assessment Roll for Phases I and II
Finish tower painting and begin operation
January 12, 1998
March 9, 1998
April 13, 1998
May 1998
October 1998
November 1998
July 1999
Feel free to contact Dick Foster or me if you have any questions or require any further assistance.
Sincerely,
BONESJROO,~ROSENE, Al'IDERLIK, & ASSOCIATES, INe.
flU J~
Phil Gravel, P.E.
LPG:pg
Attachments: Figures 1-5
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