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9 Consider Rescinding Decision Authorizing Prep of Plans/Specs, Coulter Blvd. CITY OF CHANHASSEN ,/0' Cmfer Driz'e, PO Box 147 !/If.,,Lism, Mil/llfjota 55317 P;'olle 61},9371900 fIleml FllX 612.9375739 illmillg Fax 612.9379152 'i( Safe~)' Fax 612.934.2524 ) Il'U'Ii~(i.(f"IIlIItl.(Sfll.li/l!,W Cj MEMORANDUM TO: Don Ashworth, City Manager Charles FoIch, Director of Public Works operations~ Anita L. Benson, City Engineer ~ March 18, 1998 FROM: DATE: SUBJ: Coulter Boulevard Phase II Extension Project No. 97-1-3 The Chanhassen City Council 31Jthorized preparation of plans and specifications for Coulter Boulevard Phase II Exten~;jon Project No. 97-1-3 at their regular meeting on February 9, 1998. Previous staff reports have outlined in detail the impacts of building or not building the Coulter Boulevard Extension project. Both Engineering and Planning staff continue to believe that this road is a crucial element of the overall transportation system for the city. The 1991 City of Chanhassen Comprehensive Plan and the 1995 Trunk Highway 5 Corridor Land Use Design Study identify the extension of Coulter Boulevard as a vital element of the overall transportation plan. Coulter Boulevard will serve as the only local east/west collector route south of Trunk Highway 5 in Chanhassen. In conjunction with the construction of Coulter Boulevard, staff has proposed that the Park Commission plans for building road extensions for future parking lot and trailhead access to the pa:~sive park property be incorporated with the Coulter Boulevard project. 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 homeowners for the development can observe the traffic characteristics before they make a decision to purchase. Attempting to build this road after these homeowners have been bought in will be , impossible due to the fear of the unknown effects of what the road might bring. Attachment: 1. Park plan drawing prepared by HKG, Inc. for City's Park De purtme nt dated October 27, 1994. Staff report dated February 4, 1998. Staff report dated December 10, 1997. 2. 3. \'cfsl\volhng\puhlic\97 -1- 3\:OUIlCillllC.1; ".doc Cifr ofChallhassen. A rrDwill'l cowlII/l11it)! with c!ft7i1 LIkes. allalin'schools. a clJannill'l downtown. thrivill'l businesses. and beautiful tJarks. A 'lreat olllce Tn liZ'(. 11'0/"1:. a; March 18, 1998 Page 2 MANAGER'S COMMENTS: Tonight's action, if approved, would have the affect of killing the Coulter extension project. The primary reason for stopping the project would be environmental. However, I would argue that the reason it should go through is so that the entire community could enjoy the 100 acres that the city was successful in preserving for all of us into the future. Coulter to the east of Galpin crosses a branch of Bluff Creek. I see no harm that was created to the environment through this construction. Similarly, Kerber Boulevard crosses the drainageway from Kerber Pond all the way over to County 17. I enjoy this natural area every time I drive that section of roadway. I find that it has not inhibited the number of owls, geese, waterfowl, etc. that make up this 100 acre habitat. It has not disrupted the ability of raccoons, deer, etc., from passing from the Kerber Pond area all the way over to County Road 17 and ultimately back to Lake Susan. To say that the city has not been sensitive to our environment would be totally wrong. To say that the city has taken every opportunity to protect as many of our natural amenities as possible while still providing the opportunity for all of us to enjoy them would be correct. I would urge the council to move forward with the bidding process. DW A (3-18-98) ":/ j . ."'--- . " . - ----".., _/ /:;:::(/ V. ".____._ ,...y'/ . f:.. :. '. ">~:;'i:.~</ ( .(\ I . . !..~.......... ~.-;;' )> :0 '" .,... [J) .0 'e 'z o ..---) , j I . I' \...... / /", . " '.~.~' ! / / i i ( r i ) j ; ; i I !' .1.' I I . , r , : i . . i I '. , I !: . Ii , ,.... j . , , - -. .. , I l! I I . J . I , I I I I I I I I I . i , , , I ! . 1/1 Effects of Building a Street Through the 0' Shaughnessy Property Road and Path Alternative ......... Cutting a road and path--...;' ~ through the tree canopy ""::J .~ and wetland limits species ~ movement .' within the babitat. " \ "-.. Soil compaction and impervious surface increase runoff and decrease inf'dtration. Altering the depth of this wetland will adversely affect its native species. , /I " .' 'J;?: / i (.."':"l""'"".... (.;/;.': . ,,,; l /:;..~. :..p , ~~I,!. j . ( Of/t.;/ij}/ ',. ,'. . . ,.tl...._;. \ ..,~jv",,,,'.r' '........~~.-;:=:::;:l. ',."" ~i(r(.>'~I'./~ - . I // ....~ .tl-o!~"\\.J/liY I,.j'';\\~ I /' ...~tl"/:t---"~':'-'"'--' i " f / ~ .. '.' !J~' 1/ Disturbance due to the \ street will create '........ "pipelines" for movement of invasive species like cattails and quack grass that compete with native species for habitat. Path Only Alternative . . // ~: I; , ,~ I', ,:... ~' ;/...~ / .- - " //;. '" r&"'" ,7../ '. t. ::~ . " ~... 'l.. ~,,' " (~I ." (.~'i'/';:".'/ ,I?A '.$' 0,''1. .' '", ~ I yr'" ,-t./~' .," f!l~' j-' r~~ .r/' I", :'&? /' t#/.;'~/. 11'2~"" .r;b~f.!I- ;,,,,,.','(;~z.v @f;,~.- "d:~,~~'~~ ,.' ~"'l~,.':, ~V:hJ h!If/I\J%)1'/y ?,h",'0-. ),r~-:~', .~~%~;. " 1'-,:-:',::;4 .r}" ,<.l.' ,~.: "1;'" "Yo' ,,:...., .'. ~ 'I 'j'-I~ ~=1.' ;j'~ ~~o:r' "~~r-' .," -... . /~i." ., r~, " ~""h. all../-j(,,t..-,, . ~l' ' , , . ,.' ' -: f ",':; ': .'?':'/ ;.' : - :;.'Y' :':',' (>..' . . ';;" , ,. , . ,1(,. / ," ,Y1'l 'l' ,.' . '. .' " 0 ,."'.!' . 'I' .... 1';,' ,'.( ,'" '~',. . "'oJ t, ,'\ . ~ \ ,. . ! . ~I: / _ .... [ ';. . . ,""r:...- r..' ./ ~ _" ,~.+ ~ ..t., or!" ,~'i,..' ,1/I'~"-" ~;, ,,"7 " ,;:, .' /,x:r",,).)JII: -\ 1. '~""""'<""',?'{<.o,..';, ;' MA I ''', \ . ,,,, U>U" ".\ 'V." r.,. i.l.U~ I~',;"jl':" .\..J. ~ ," . "'., .~, r", . _-._'_ '!~_._' -',w. _'_'~.' . '~.~.' ~ .' .,~., ._~;-' ';.:, v\--.v \ ,.. .... t: '~f.:""' ~^'!...,~""'''~'./;' ..,I' ...:.... .).........~- . \." . i .. ..;..._.. '~..-L-. " I. ....~.._. The wetland's natural depth supports a. diverse population of native plant and animal species. Its closed canopy and continuous wetland corridor support movement of native species within the habitat. A simple path bridging over the wetland would minimize disturbance and allow for a continuous wetland corridor. ;; 3 :: 7' ~ n~ 1) ~ 3 :l :n 1) ~ :; 3 ~ ~ 5 ... ~ 5. 1) ~ '"" 5 :n 1) ~ E ti c. ~oo >-::t" - - ;; E l., <'3 .... 50 f) 8 . t::l.. "'..r: t: c.J .. .... ~ fl J ~ -0:: ~ v ;:: S ..., C';S _ Oll ~ 5 ~z "'''0 ~ g :::> v ) co Q - .... ~ ...... ~ .... :::> v -ol:I: A. General Guidelines for Site-based Management Planning .... en -d' C<:l o ~ v .... ..... v >. tS C<:l .....:I o o V') When planning for management of natural areas, it is helpful to seek the advice of natural resource professiorials from natural resource agencies and educational institutions. They can provide information crucial to ensuring that critical features within natural areas are adequately protected. Ideally, this information is included in a management plan for each natural area. Each site is unique, requiring special consideration <;>f the component natural communities, plants, and animals within it. Development of a preliminary management plan may be necessary before a prop- erty is protected, to provide important baseline information during the period when a property is being considered for protection or when a development proposal is before local officials for consideration. If and when a property is acquired by a public agency for protection, a more detailed management plan may then be creat- edand approved before any changes to the site are made (for example, landscaping, vegetation removal, trail construction, clearing of dead or downed wood). A man- agement plan is also appropriate for properties to be protected by means of a con- servation easement, in which case the plan should complement and abide by the terms of the easement. ~ V') N X o l::Q ~~ o C<:l Or--- <n_ VN 200 ._ I ~~ ~N >.~ ~N .... - ~~ t-;~ l::Q.....; ol::Q .....- v~ .... u .C ~ ~ 0 ftt'- >'0 0.0 8,- vV') vV') c.=;;; C<:lV') .B ~ .g -~ o ::l ~~ A listing of the ideal components of a plan is provided on p. 86. It is recognized that staff and financial resources will limit the amount of planning that is possible, but these are elements to include when resources are available. It would be ideal to write a management plan for each natural area to ensure that critical features are adequately protected. These plans should be "adaptive," which means they are revised on an ongoing basis as new information about management techniques becomes available, and as research and monitoring demonstrate the most effective techniques. It may be useful to look at some aCtual management plans that have been prepared for natural areas. The DNR's Scientific and Natural Areas Program can provide Sample plans (See Resources, p.99). See also references to the manage- ment plan for the Sandhill Crane Natural Area and the "Natural Resources Restoration and Management Plan" developed for narural resource areas in the City of Minnetonka. both of which are provided in the Notes section, p.105. B. General Guidelines for Management of Natural Areas · Avoid fragmentation Fragmentation, in this COntext, refers to the division of a previously uninterrupted expanse of natural land into two or more sections, each a fragment of the original. Fragmentation can be caused by linear dividers (roads, trails, utilities corridors) or 78 by a patchwork pattern of development. Fragmentation of natural areas can create barriers to dispersal and recolonization of wildlife, create opportunities for undesir- able and invasive exotic species, and even alter the local climate conditions by intro- ducing greater exposure to sun and wind, causing a ripple effect of change through- out natural communities. When fragmentation occurs, an artificial "edge" is created where a natural area meets a disturbed area. This increase of edge environments in a fragmented natural area may occur at the expense of species that require interior environments for ter- ritory or successful breeding. Many migratory songbirds, for example, require large uninterrupted blocks of forest in order to breed successfully, due in part to the increased number of predator species associated with edge environments. Fragmentation may be avoided or minimized by restricting roads, trails, utilities cor- ridors and other development in natural areas. In many cases, careful placement of developments can vasdy reduce their negative impacts: a road or trail can be routed along the perimeter of a natural area rather than through the center. Similarly, struc- tures may be located at the margins or clustered in one corner of a natural area rather than dispersed throughout. If fragmentation has already occurred, corridors of native vegetation-sometimes referred to as wildlife corridors--can in some cases be used effectively to link isolated natural areas. (See Wildlife Corridors, p.88.) . M:lYlmize interior environments If feasible, configure natural area boundaries and direct protection efforts to create the largest possible interior core areas where disturbance of valued features can be expected to be minimal. Note in the second example on Figure 8, p.80, the differ- ence in proportion of interior environment in three preserves with the same total area but with varying shapes. In the case of (b) and (c), most points within the pre- serves are relatively close to an edge, and are thus more subject to disturbance. Of course, in some instances the natural features will determine the appropriate con- figuration of a protected area; bluffs and river corridors, for example, are naturally linear. . Control exotic (non-native) species Exotic plant and animal species are those that enter an ecosystem beyond their his- toric range, often as a direct or indirect resultof human actions. While not inher- endy bad, these "out of place" species may cause great harm to natural communities by destroying or displacing native species. The damage wrought by harmful exotic species is particularly insidious, because areas degraded by exotics may retain many qualities (scenic beauty, expanses of green vegetation, colorful and showy blooming flowers) that an uneducated eye might perceive as signs of a healthy natural com- munity. Many people would be surprised to find that a site they consider beautiful could, from a biological viewpoint, be highly degraded. (Cont. p.81) 79 General Guidelines for Designing Natural Areas Graphics by Tom Klein 1. Maximi7e size of natural areas. In general, one large preserve (a) will function better than many small ones (b) (b) 2. Maximize interior habitats (area 100 feet or more away from any edge). Note the varying amounts of interior habitat in each of the three differendy configured examples, all with the same total area. ~~ interior habitat /f1.f} (a) 3. Promote continuous connections of native natural vegetation between natural areas. ;~'"~~ g~ Area kept in native vegetation, sheltered from development by conservation easement, zoning, or volunteer registry programs 4. Minimize unnatural edge habitat. Avoid fragmentation of natural areas by trails, roads, and recre- ational development. Site any necessary development along perimeter of natural areas. !~-~~-------~---------_._-~~-_._-:~--_._~~ ~ - ;."' , --.. iltlYI . . . . ,. , , , , , -----------------------------------------, r~.~~--~: .--..- . t ~ _ _ _ ~~~'~ edge ~:~t}?J ;l;)_~'~.~I:- 1?ii(,d interior habitat Figure 8. ~i;~,:~~~;.~.~..~~.;~i~~~.-ui, Fi~~~,., . -----_ - "" -'..! . ..... ......... : ,"".- ....-.;.,.. -........ ........ ~----~---~------------------------ A single invasive exotic species often displaces many native species, greatly reducing a natural areas overall diversity. A chain reaction can occur as loss of one native species brings about the loss of those native species that were dependent upon it, until the naturally-evolved system fails to function and can no longer be sustained. For example, purple loosestrife is a plant from Europe and Asia that invades marsh- es and lakeshores. First introduced into North America in the 1800s, it was later dis- tributed as an ornamental because of its attractive flowers. It now occurs in wetlands in all Canadian border provinces and in forty states in the U.S., where it often forms dense, impenetrable thickets that replace a diverse array of native wetl~d plants that . would otherwise provide food, cover, and nesting sites for many native wetland animals. Management to prevent spread of exotic species will vary according to the type of natural communities present on a site. General guidelines would include: 1) Prohibit all planting of non-native species within the boundaries of natu- ral areas and established buffer zones around natural areas. 2) Minimize planting and spread of non-native species on land adjacent to natural areas; encourage voluntary conservation practices through landowner education and/or attaining easements that keep adjacent lands in a cover of . . native speCies. 3) Limit or prohibit travel corridors and developments that disturb the ground and invite spread of exotic species. 4) Actively eradicate exotics through cutting, digging, careful and conserva- tive use of herbicides, prescribed burning, and other legal control measures. 5) Maximize the health and vigor of populations of native species through sound management practices, in order to enhance their ability to compete with exotic species. . Promote natural disturbance regimes Many natural "disturbances" such as wind storms, lightning strikes, grazing by wildlife, episodes of fire or drought, or flooding are instruments of change that offer important-often essential-benefits to natural communities. In forest environ- ments that have an unbroken canopy of trees, for example, the occasional downing of isolated trees due to storm winds provides clearings that allow sunlight to reach the forest floor, thus giving shade-intolerant saplings the boost of energy they need to grow, allowing for regeneration of the forest. Analysis of the natural disturbance regime (the collective natural disturbances char- acteristic of a given site) can be very subjective, in that it is not always clear whether 81 the changes brought about by a natural disturbance are positive or negative. In gen- eral, a natural disturbance may be viewed as positive when it directly or indirectly contributes to conditions that 1) Maintain the mosaic of natural communities present at a site 2) Promote the vitality of highly valued natural community types or species that are rare or threatened in a given region, and/or 3) Allow communities to change in cOI?position and structure over time at a rate consistent with the site's history (as opposed to the accelerated rates of change brought about by human-induced changes to the landscape) Determinations must be made on a site by site basis. Shon-term loss of individuals or decline in populations of species present at a site is not in itself sufficient cause to intervene with a natural disturbance if the disturbance is seen to bring overall benefits to the natural system over the long term. However, a manager might elect to intervene when the timing or scope of a natural disturbance pose a serious threat to a critical population (e.g. the shon-term suppression of fire in an oak savanna until the population of a rare butterfly has completed its breeding cycle, or the placement of protective barriers around white pine seedlings in an old-growth stand of white pines in order to prevent overgrazing by white-tailed deer). Promotion of natural disturbances may require prevention of non-natural distur- bances, such as limiting the effects of dams and other controls that would interfere with natural water level fluctuations in a floodplain forest. Where fragmentation of natural areas or other alterations in the landscape have disrupted natural distur- bance regimes, managers should seek restoration of the natural processes. If it is not feasible or practical to do so, management may seek to replicate necessary functions through stewardship practices. For example, the mechanical removal of brush or prescribed burns (the controlled use of fire) may be appropriate in some instances in order to replicate the natural lightning-set fires, fires intentionally set by indige- nous people, and grazing by bison that once sustained the openness of prairie envi- ronments. · Seek compatible use of adjacent land ala map, a natural area typically is depicted as having discrete boundaries. If a nat- ural area is acquired for protection, especially when the land is then formally desig- nated as a preserve or park, these boundaries are then reinforced, often with the legal descriptions on a land's title. But in reality, natural areas rarely have precise boundaries. The component parts of natural areas (wildlife, plants, waterways, etc) actively interact with and are affected by the characteristics and use of adjacent lands. The surrounding land may be host to a wide range of landscape features. It 82 may include natural communities of a quality similar to those found within the nat- ural areas boundary, often in combination with land developed for agriculture with features such as grazed woodlands, cultivated fields, planted windbreaks, and low- lands that host seasonal ponds. Land that is zoned low-density, rural residential, may retain small areas of native yegetation, while high-density development will include features such as mown grass, pavement, and the occasional garden planted with exotic species. Many of the same tools used to protect natural areas (see Chapter 4) can be used to promote compatible use of adjacent lands. . . Carefully guide public recreational use and related development All but the most fragile and environmentally sensitive natural areas can accommo- date some level of public use. Public use policies should reflect the primary goal of maintaining biological integrity, in that the allowable level and type of use be gov- erned by the imperative to reduce negative impacts on the site. ~ Some sensitive and fragile sites are best managed exclusively as scientific study areas, with a permit required for access, and access carefully limited to those uses that will not degrade site integrity. Sensitive sites may include but are not limited to: areas dominated by steep and unstable slopes, habitats that support populations of easily disturbed rare plant and animal species (especially breeding grounds), and ground- water recharge areas. For other sites, a good strategy may be to permit public access, but elect not to encourage excessive public use through the development of trails, parking lots, large-scale signage, or other public facilities. Such developments, while appropriate for recreation-intensive parks, can have unacceptable impacts on the biological integrity of natural areas. Construction, existence, and use of trails, for example, may have the following repercussions: . Reduced reproductive success of wildlife populations due to corridors of dis- turbance along trails . Replacement of native species by invasive exotic species, which compete bet- ter in disturbed sites . Soil compaction that interferes with plant growth and! or channelizes runoff, resulting in erosion that can increase sedimentation of waterways and destroy plant habitat . Changes in microclimate (local temperature and humidity) that represent unfavorable conditions for natural communities and native species . In forests in already fragmented landscapes, loss of habitat for interior habi- tat species, for which trails represent edges that bring increased threat from predators and competition from edge-associated species for food and nesting Sites . Increased wildlife mortality in seasons of stress (late winter), when fleeing from disturbance can use critical energy reserves. 83 A copy of Minnesota's Native vegetation: A Key to Natural Communities may be obtained by writing the Natural Heritage and Nongame Research Program, Minnesota DNR, Box 25, 500 Lafayette Rd., St. Paul, MN 55155-4007. Because of these potential impacts, the appropriateness of trails for a given natural area warrants careful consideration by managers (See Figure 9, p.85). If trails are considered a necessary element, managers can design routes and establish trail spec- ifications that minimize negative impacts and help to accomplish management objectives such as guiding public use to less sensitive areas of a site. Appropriate public use policies will be guided by the particular characteristics of a site and other factors such as the level of public use it may be expected to receive. For instance, seasonal closing of all or part of a natural area may be prudent dur- ing critical periods, such as the breeding! nesting- season of a rare species known to utilize a site. Ongoing monitoring of the site will be important in order to assess impacts of public use and revise policy as needed. Educational outreach to neigh- bors, community residents, and site visitors will go a long way toward engendering public support for protective management of natural areas. · Tailoring Management to Natural Communities Aside from observing the general guidelines to promote biological integrity, man- agement should be tailored to address the particular needs of natural communities present on a given site. The Minnesota Department of Natural Resources' Natural Heritage and Nongame Research Program and Minnesota County Biological Survey use a classification system for identification of natural communities. This system is detailed in Minnesota's Native Vegetation: A Key to Natural Commu- nities, Version 1.5, available from the Natural Heritage and Nongame Research Program (see left). This system recognizes over fifty types of natural communities in the state, using vegetation as the primary distinguishing feature, but also consid- ering topography, hydrology, landforms, substrates, soils, and natural disturbance regimes. Examples of natural communities include: dry oak savanna, northern conifer woodland, black spruce bog, floodplain forest, cattail marsh, wet prairie, and river beach. Natural resource specialists with ecological expertise should be con- sulted to develop management guidelines for specific natural communities. Trails The following planning model may prove useful as a guide when considering the use of trails in natural areas. For more comprehensive information about the relationships between trails and natural resources, consult the fol- lowing sources: Wildlife and Recreationists: Coexistence Through Management and Research, ed. Richard L. Knight and Kevin. J. GutzWiller (Island Press, 1995) and Ecology of Greenways: Design and Function of Linear Conser- vation Areas by Daniel S. Smith and Paul C. Hellmund (University of Minnesota Press, 1993). Are trails really necessary? ~ . If yes, how can they be routed to minimize neg- ative impacts?-7 . What construction design standards will minimize negative impacts? ~ . What management actions and public policies may be appropriate? ~ Trails are not a prerequisite for public access, and development of trails may in some instances increase public use to levels inappropriate for a sen- sitive natural area. Trails may be appropriate for high use sites to direct impact to those areas of a site that are best able to handle it. If sites are remote, can be expected to be exposed to minimal public use, or are of a nature that expected use will not damage site, managers may wish to con- sider maintaining without trails, monitoring regularly for changing site conditions and/or use patterns that may warrant trails. Limit extent and number of trails. Leave extensive areas of site unfrag- mented by trails. To the extent possible, route trails away from steep slopes, seasonally wet soils, rare plants, known dens/nesting sites of wildlife, and waterways. When necessary, opt to run trails across rivers and streams rather than parallel along shorelines. Discourage travel to fragile areas by restricting trails or by limiting access to spur (dead-end) trails off of main routes. Build trails narrow enough that they accommodate hikers traveling single- file, and clear vegetation only enough to allow passage. If trail surfacing is necessary to reduce erosion or runoff, surface with wood chips or gravel (rather than concrete or asphalt). Install water-control devices as needed to guide runoff so that alterations to local natural hydrology are minimal. Restrict or carefully control motorized vehicle use. Adopt a "no pets" poli- cy, or require that pets be leashed. Consider closing portions of trails sea- sonally as needed to protect key wildlife nesting areas, den sites, feeding areas, and rare plants. Avoid construction of maintenance roads where practical. Monitor regularly. Educate visitors about how they can enjoy the site without causing harm. Figure 9. C ITV OF CHANHASSEN ~J5 690 COULTER DRIVE. 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 Public Works L~<~~ Anita Benson, City Engineer ~ February 4, 1998 FROM: DATE: 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 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'imb1ic\97 -l\..'pprove p&s.doc :'\ C ITV OF CHANHASSEN 690 COULTER DRIVE. 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 ~ 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 confrrmed 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 41/82nd Street, Trunk Highway 5/Trunk 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 withou,t 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. IfTIF 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 Boul.evard~ 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 TIF 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 I \voI2'cng'charles'memos'couller eXlension.cc.doc .. ~ - 1\11 Bonestroo Rosene Anderlil< & Associates Sonestroo. Rosene. Anderfik and Associates. /r n Affirmative Action/Equal Opportunity Employer Prmcipills: Otto G. Bonestroo, 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 Associate 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 T. Rautmann. P.E. . Ted K.Field. P.E. . Kenneth P. Anderson, P.E. . Mark R. Rolfs. P.E. . Sidney P. Williamson. P.E.. L.S. . Robert F. Kotsmith 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 II hnprovements 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 II 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 subgrade preparation for the road has been corppleted 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 servite along T.H. 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 infonnation 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 Award 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 ~1.O--~f Phil Gravel, P.E. Attachment: Typical Section - 2" Bituminous Wear Course 47WEA75070X OR 41WEA50055Y Tack Coat (2537) 2" Bituminous Binder Course 41 BIB50055X 2 1/2. Bitumin"ous Base Course 31BBB50000Y 12" Class 5 Aggregate Base (100% Crushed) 24" Select Granular Material Pavement Section 45' 40' 3' ROW 22'~ ROW 10'-12' See Above SectiQn Typical Section Typical Section Coulter Boulevard Phase 3 Project 97-1 Chanhassen, Minnesota May 1997 Comm. 39352 .11. 8onestroo ~ Rosene R Anderlik & 1\11 Associates (('il .'~ ..,.... Minnesota Depart,fnt "': Transportation . Metropolitan Division '/laters 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. MnlDOT 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 p'roperty 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. {~.. lit" :lrft~". ...... f~S ," , j.' 1 ') I:,.. rt , . ~.-.. 'V;.:M' ..; .)..~ tf JUL 1 J 1997 An equal opportunity employer "-'l~\( .. . ',JI ~ . ,)~ -......I-:J..\Fit.,ASSEf'..! .. , ~ r Charles Fo1ch July 9, 1997 page two We prefer to work in partnership with landowners and the City to prevent problems before they occur. Mn/DOT's ability to promote safe and efficient traffic flow on the highway is compromised without the cooperation oflocal 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. Sincerely, Scott Peters Senior Transportation Planner/Local Government Liaison c: Bob Generous, City of Chanhassen Transportation · Civil · Structural · Environmental · Planning. Traffic. Landscape Architecture. Parking AT-ACHMENT No. 3 CONSULTING GROUP, I N c. SRF No. 0972898 DRAFT MEMORANDUM TO: Charles F olch, P .E. Director of Public Works City of Chanhassen 0 Dave MontebeIlo P.E., AssOC~ rj"q'~ Ilf i'uurU~r.~rlj r.;. ~! '1J If.IiliUlu/I~~~fJ /10] f2 (iW,..~ R, \lf7l~ f"ij) nlC;I....'...; .rt!~lal FROM: ..il~" r. 1 . A,CQ7 -... -. "''''''' DATE: December 9,1997 il""1GI~'!!"rR. ~"'n Di"P- ~'_~1 ~ ;rl\~~, ~ ~~~~ . j' S ~.\i} iiJ.LIi li~tW ,. '- 6.. 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 of a 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 benefits of constructing Coulter Boulevard, an east-west frontage road that II I TH 5 ". '.~~ ill.. -.H~!:! ~l'~ 'l -) .'fI"" para e s . tJ:~ ',' nz" H':''''r.ir''';'i~~'\,''~''' ..w.1I.i :~. b~II~"';.'j""~~,:,,t~:; ~:ci:w,~nl"'7f?'ii'1 1~.\!l''''J'.' ..~ \fI!..th ;II!' .~ I ./.... I. : . ~ I.~: ~ , Ci~ (: 1.. - J~S~' ta.~~fHrr~~~~., n~~1 ~~~lqJ~i!,.!!niad2 ~t.1 . One Carlson Parkway North, Suite 150, Minneapolis, MN 55447-4443 Telephone (612) 475-0010. Fax (612) 475-2429. http:/ /www.srfconsulting.com An Equal Opportunity Employer : iQ"'~~ fYI<;' <I '110 V:l1JJ1 : I 'V1. NVI'lQ311 ;, 4- ~, ~'-- " 33.'l.\\VHS \ < ~ ';;)~L----lE V:lIJJ1/;:;::::~~ /--:::=~ ;. _~~' --:=~~J,'1 /;:-:/';:::;=:-~, , ".-'.,/( ,'......~,' "1." " '\ {';~~":~: /j;</~ ';~~I.'~ {I..f \\\\ .... ~ ;( ,~ ;.' ,II, l: \ "\ ",w <:.;>......;~ i..I.!:.) \~'~~" ~ \.\,\\, (.1.> - ~ ~ \ _ ////~ /,1,1! \\~\ ~ \\ \ ~./ / / t": ~'i / ,,~ \ ~ I 1; i Z ",'''' / ,; ':; "\' T \ . 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"7\ ~~ '\ ~\\ ,\l.~ _;c~ \ _,_ z ~ ,-,... e: "C1)J " '\.~..." . .:...\.'i- ~ l.n\~~.H. 3mn~ .J :0 .. 3~~ A.ny., .,--' 0.\10 /' / I i I I ~I i. . ~'t'- - \ ~ TR. ~1J'Y:) @ 5/ ~:' '.. ,- ;;: " iia~a ., -- ,,'\.,,- - - w !::: CJ) I ~/ ! @I I -"---~iii-) -'--:T'; W ;L' / ., '<,,-c. , " 1\ ,; \ '0.\,& '0lI .... ~ -' ., " ~ ~ ., ,. -=: " v c:: - -=: c.; V'. ,.... z :s \ 'ft~:: '1'( ~: ...... :.... .::./ "j ,:;:.. ../' ':/:. ,.- ~'7; ..-,/ ~f ____e:;' ..4~ - ~"', ~.,/ .;') /j ::l '" ~~ '" >i ?i ~ ..; ~ ~/ I Z' ;;V ~i ~' -, <( ~ CfJ <t: ~ U ~ ~ ~ c.? - ~ ,... z UJ (J) (J) <: I Z <: I o U. o >- t- O z o i= <t U o ...J ..... U W ..., o c:: a. ( tJ Z .. ::l o " (.; (.') Z !- .. . \: Charles Folch, P.E. - 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 411 82nd 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 West 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 41182nd 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. In en ~ en .- c::: ~ :l ~~ 0 C\I ",a: c.? <iO: enu. - en W ~ .- a: II II ~< - Oen XX a: I- u. Z XX w::::l - a:0 <u en Z 1-0 z- ::::ll- Ou u~ za: --- o w M 'l:t' M . -l- I- Z cx)C\lI' u- - o::r' ..- WI- CD"-- enw C\I - C\I a:w C\lI' L247 (201) wa: Il)..- 1-1- Il) zen J~L ;:0 CJ) .... 38 (66) ..,. z :eN W r4 (31) I:::~ :E GALPIN BLVD. In ..,. :e:e ::> 1-1- ..J 43 (40) ---1 ltr ww :e:e Z 0 I- 1-1- :z .,. w > u 34 (20) . (J) 0:: (J) a:: "'" 13 (24) , c. --- <x: ::> c ll)C\ltO I ..-1'..- 0 -1'- Z U. .... ..- - I' <x: :I: .... ..-'l:t'..- I U. 0 U ~ C Il) ..- LL.. <t > <( 0 w $ ~ a. u.. --- I- ~ r- ..-tOO --- U <( o::r''l:t'CO C\I'l:t'..- Z ~ ..-O')C\I CD -..- --- ..- - - 1l)000M - I- MOil) L 178 (260) Il)OC\l L26 CJ) C\IC\I C\I - J~L J~L (5) >< .... 288 (428) ... 564 (786) W r 50 (310) TH 41 r 6 (6) 169 (60)---1 ltr 169 (16)---1 ltr 601 (404) . 816 (637) . 53(153), --- 36 (9), --- o..-'l:t' o::r'MI' o CO I' M-- ..-M- - -- Il)..-o::r' I'C\lI' ..-I''l:t' C\I..-CD ..- u Lt) ~ z - J: rJ) . ~ C .. I ~ z 0 I C\I ..: I ex) t.? " z - I- ... ~ "' 00 '" z 00 ~ 0 M '" U '" c ~ C Z Ii. ... CI'. Charles Folch, P.E. - 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 GA TEWA Y 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 I 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 32 47 168 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. n 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 11 Restaurants (High 22,471 sq. ft. 170 163 163 128 I turnover) 12 Apartments 80 units 7 36 36 17 " '~a Iii .'~I.\\ ~........o-o -) ~ :)00 '0-;"':' f5 )i1:>OllJ __-...,--- illi< .~ 0 <'.~ . --;; JI'UU r _.~:_ 0/= - N ~/' ,~' ........0 <~, 0..... '':' o ~ / I '?ft ,iif I " " J.t) : t::~~J ;il Q~~9""'~ ,~~. -; ~WLmYH"", > ' / .1/ ""I .-:::::::;=,-~s~5Jff;) l!/ . ,-=--'_/''-..'=::.::::::/ ,"" .:,-..-- -~..........,,\~, \ \ \, \-~;-" '\ \':.. 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",,.,, _~":if.tn ~ _//~...,~~~ '/',.'../(' '\"'f~-' \\r~ ~tJ)! )11) ,,/;::~ / ::J! j/ i \(/.' Iii! \\:~-",/i \.,.....,~/ '- - -~ -....-- .. o Z < '" < :: .\7.f7~' . _". c:: 0<:1 <n~ -c :': ...~ r: ....--., ::: ':,~8\ i \1/___....> ~-' .... ~ ./ ~3.._...--..._...._......... "a .......-... lM'/,,~ j--., ~/ -', t/ "- 4./ ........-.. f1 '\~I\ ...'-.....,~ ' '~/ '- "- r:'1 " I...:!.J ~ ,.. ~ r: ]l~ 1 ~ -c:: ~ ~ .....----~..... .. i i < Ha ~~ ~':;: -......-.. _/" !: -I, . ----- :<lX\ '~'I~ f =' I "..:::.' c' ~: r-, 15 .~ M ;; " '.' --.~' .. o(~ ~-~~C - :' -\I ....Ls7.11 3 1., . ."'~'\ .~~...- I . :..if:!...~1-~f;t{.J '~'i~:J .~o ''2,.'' '\ ;,... .i::...' ,~ \ ~.~ :..,-~ :i .!\ .- ~... ~ !:,J.:l i~1-';-... \~~~n~ ;;~:J~ ~"'" . ~~~ <J.\ :l = ~ "i '1Ii3."l1S .....-it's \,4-, '~. .\~ ~ "<:4" .\3llJ50\ 'l.lifi.)-/. all ) 0...... "" ...... ";'-- ./':';' -;\'t"OC ~ /' ~':, -i. "\~ ".j. y;~~. t. "'- ..... G-\ ~\ 't -;V, /--- _..~ -".., 1 \ ."..~,.~ 0<.-" z;' . ~.. ' ~..= .. ~.-; 'i. ~ v \ ..)L"~' _ "\ '-;'.,j.. ,,'t._ \ ~\'~ ~ ,-'?I, ~A, ~ ~,(" ~.... "'2 .1'" [\ '";;/!!. 'oJ \~ ~\ - 0.1-0 .~.. ~. -':.01 0 - Z - ~/ L...:q~.. . ./ {c--'Y (....'+- ~ .~ \H101nOs // $l '0 .1"" 'C.\1S @ ( , i ::1 >, -, =! \, . ~'.~ -, \ <' I ~, ;;: I -, =, z. zi ~I =/ ~!v :<1 I z. =-\ .!.~ ~ldlV~ ~.: .f; : ~ ri~~~ ~ w !::: en 'Ql( I @I ~i-L- '";;/!!. ) ~/ ;,j ~r. --I ~~.~< o' '" ~~ " " :'\\:: ~ .., .~ ~ ~ ::::: ~ <( 0 ,.. :j <( V <Il C Z ~ .' .\. ~\:: ~\ .',' /.s:" ....r , -.. !..... ;., -..., ....,.r '''i'' ~.. . ~ ~:! " ", ~ ',' ~'lll.\\ w ~ :> C-' - r..:.. ('t) ~ l:lOlll .111, ;" '" ;; ~ s ~ z 0 t=: z :) t m .t< l.U u C/) - "" c: '"' C/) a <l:: ..... C I en u Z - C - <l:: ,. u I ..J c () <( > u.. Z <l 0 $ >- 0 ll. l- t=: l- e::: () U c: W c: - c ~ ~ Cf) ~ J:: u u z .. :l 0 Ol (j (:I Z !- ... :l '" ell C\ Z '" ~ 0 C\ U Cl ; C z '"' c:: rn Charles F olch, P .E. -7- December 8, 1997 FUTURE TRAFFIC OPERATIONS ANALYSIS In order to determine how well the existing and proposed roadways would accommodate the proposed development, a traffic operational analysis was prepared using the future moming 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 411TH 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. w ~ ~~ ~ ~ c..? <n: - t.t. /I /I ..... ..... ..... - Il'IQIl'I XX 0)100) -CO_ XX - - - - L 280 (230) QIl'IIl'I MCOO) 0)_ J~L ~ 45 (75) r 95 (95) GALPIN BLVD. 50 (45) ---1 ltr 40 (25) .. 205 (135) T ..... ..... ..... (J) QIl'IQ -"N W NN_ --- ~ 1l'I-1l'I 1l'I1l'I0) ::> -10 co ...J_ ... ..... ..... ..... .......... zOci ! QQQ QIl'I coQ- ,,~ lLJ>~ =.~~ -~ l -Q L 260 (695) 1l'I- Cf.lQ:m QIl'I QIl'IN "'M ~::>a: ( "0)10 JJL - ( ..... 30 (30) JJ I:O~ L Z:I:-l r 220 (595) <t: :J L I:~O O<tU c ~ 170 (180) ---1 ltr 45 (120)---1- It Ll.WI- < 00.5 ;; ~M~ [ 30 (30) .. 80 (220) , I- -0- < 85 (90) T ..... ..... ..... .......... OO~ <: QQIl'I QIl'I O)MIl:l M~ N -"M -- 1l'I-- -- COIl'lQ Il'IIl'I Q: COM 0)0) <t ICIl'I -~ - W .> Ln"G"iO G'u;--u;-- ICO)N N~~ ..... QNM -...- Q Il'I -... Il'I-Q Q - - "Il'IM ... QIl'IQ O)M - 10 Il'I M L 205 (305) Il'I ... L 135 (75) JJL M JJL ..... 410 (700) J L 105 (70) ... 635 (965) r- 135 (560) .. 715 (1450) r- 10 (10) 375 (190) ---1- ltr 2050 (1160) -.. TH 41 535 (185) ---1- ltr 790 (530) ~ 1435 (930) ~ 60(180), .......... ..... 80 (45) , ..... ..... ..... U Il'IQIl'I QIl'IQ 2: "'COQ 1l'I...... - "'ICN --- --- Il'IQIl'I . Il'IQQ NN '" Il'INM ::::l N"O) 0 ... = (J " 10 ...: 2: - :r: en l- I- ... C ::::l Z '" oc Q' 2: x C'\I e 0 ... CC ... U Q' c:: ~ C Z \;. - . ~ .. . - ~ ~ . . :;) Ln :E:E <-' <CO: - ~ ............ ...... 11 11 o It) It) - MOl.... XX __N XX -N- 0-0 - '<I"1t).... L 340 (280) ON - JlL .. 55 (90) r 95 (110) GALPIN BLVD. 70 (65) ---1 ltr 55 (30) .. 210 (135) T ............ ...... tJ) It) 0 It) _'<I"N W N'<I"- --- ~ It) - It) It)It)Ol ::;) -'<I" N ..J N ............ ...... -- Z 0 c;- 000 o It) colt)- ....= w>> _co '<I" --- -'<I" (J:)a:ixl I -0 L 260 (695) In - OON 00 ~::;)a: ( ....NIQ _ '<I" _10 _ ( J~L .. 30 (30) Jt J:O~ I ZJ:..J r 220 (595) <( ;:) i J:~O ( ()<t<.J , 170 (180) ---1 ltr l.1..WI- , 45 (120) --+ It . Oc..5 . . [ 30 (30) ~ 80(220), ~("II:I: .. - l- e 85 (90) T ........... ..... -- ()T-~ ( o It) It) 00 0_ OlOIt) ....In ("II - Ol M -- It)-- In - a: co It) 0 cnln 10M _ (Q <t o It) In N W >- --- 01n0 --- OMO In In In M....1n - '<I"NM --- 0 in-_ In ~ In 0 - - :::. 1n1n0 ='<I"cn (Q In '<I"M L- 250 (370) In _ L- 145 (75) J~L M J~L ~ 485 (805) J L- 105 (70) ~ 760 (1180) T 145 (640) ,. 845 (1715) r 10 (10) 415 (205) ~ ltr 2425 (1355) ~ TH 41 595 (190) ~ ltr 940 (630) .. 1735 (1115) .. 75 (215), oUiu; 95 (50) , --- U 01n0 Z '<I"....N (Q _ _ - _....N --- --- 1n01n . 1n1n0 NN .. o_cn ;;l 'MOO 0 N_ o: 0 U Lt) ...= z - J: (J) l- I- e j z .. ~ c C'l z ~ CO ~ 0 . " u c c: ~ C ~ . '" ~ OJ . ~ c::: ~~ ::J (0 (j cio.: - t.:.. .-.. .-.. .-.. " 1/ It) It) It) - Q)~... XX -""M XX ... - -It) - 00,... L 355(430) M"'M CZ) J~L ~ 45 (75) -..... 330 (340) r 5 (35) r 175 (120) GALPIN BLVD. 50 (45) --.t t r: · lr (SS<:) St'<: l (au) SLd 40 (25) ~ -- 205 (135) --,. .-.. .-.. .-.. QQ en 01t)0 QQ "'''''N NN W NO- -- -"'0 It) It) ~ It)-N ,...,... It) 0 :J ... M C CZ) ..J ... > .-.. .-.. .-.. ..J .-.. - 0 !: 001t) aJ It) It) Z>_ CZ)OM N~ W c:i '" ....It)N -~ U _....- a: -It) L 150 (395) - C/)a:> "" o It) It) W It) It) C/):J-l '"' ""Q)M MM Q JIL I- .... <( lD C ~ 30 (30) ..J J~ IOe: :J ZJ:W !:!: r 220 (595) 0 <( I- U u I~5 c O<to > 170 (180)--.t ltr 15 (40)---.1- l1 u...WCJ <l OQ.:%: 5 >- l- ll. 30 (30) ..... 80 (220) T 1-('1')- f- -0== <( 85 (90) --,. .-.. .-.. .-.. -- o - ~ 00 It) QIt) 0 Q)MIt) M~ N -""M .... .... It)-- -- a: CZ)1t)0 It) It) CZ)M 0)0) <t lOll) ....~ ... W .> -.-.. - It) It) It) --- IOO)N It) It) It) N~~ - QNM -....- Q It) -.... It) -Q Q - - ""It)M .... QIt)O O)M L 205 (305) - (Q It) L 135 (75) M It) .... J~L M J~L ..... 410 (700) J L 105 (70) ..... 635 (965) ,135(560) ... 715 (1450) ,-- 10 (10) 375(190)---.1- l1r 2050 (1160) -.. TH 41 535 (185) ---.1- l1r 790 (530) ~ 1435 (930) ~ 60 (180) T --- 80 (45) T --- U It) 0 It) QIt)O Z ....coo It)........ - ....ION --- --- It)QIt) .: 1t)0Q NN It)NM :l I N"O) 0 ... " () u Lt) t-= z - J: en !- l- e ... :l Z CII :xl =- N z OCI co ~ 0 N '" U =- 0 ~ c . . Z 1 "'" - rJ'l w c:::: :E:E ::l "- Co-' cia: - '-- II II 000 - MCOCD XX ._OM XX "-'N"-' o "-'In - 'Of 0._ L 415 (480) M'Of Q) J~L .... 55 (90) ... 400 (420) T 5 (50) T 175 (120) GALPIN BLVD. 70 (65) ---1 t · lr (sse) sC?;e l r(OZL) SH T 55 (30) ~ -- 210 (135) T 00 inort) 00 en '_'OfN NN W N N "-' -- "-''-In In In ~ In"-'N r--r-- lOin c:i ::> ._0 N ...J N > .............. ....... ..J -- 0 001n COInM to In In Z:>-=- ._CON N cc W C "-'.-"-' a: -o::r "-' In L 150 (395) - CJJex:> 001n w 1n0 CJJ::>...J ""NM ?- M 'Of ~ OJ '-CD ,.. J~L 4 30 (30) ..J J~ IOa: :;:) Z::I:W T 220 (595) 0 ~ J- (.) I~5 O<to 170 (180)---1 ltr 15 (40)---1 It u.w(.) Oc..::c >- J- 30 (30) ~ 80 (220) , I-N- - 3: 85 (90) T .............. ....... -- O~- o lOin 00 0 Q)OlO MIn N "-'Q)M ,.. ,.. In "-' "-' -- ex: COlOO In In CD M CD(Q <t Oln ,.. In N W .> --- 01n0 --- OMO In In In Mr--In 0' ONM -,.. - In -,.. In -In 0 - - CCInCD ,.. 01n0 o::rM - CD In o::r l- 250 (370) In ,.. L- 145 (75) J~L M J~L .. 485 (805) J l- 105 (70) ... 760 (1180) ,145 (640) .. 845 (1715) T 10 (10) 415 (205)---1 ltr 2425 (1355) ....... TH 41 595 (190) ---1 ltr 940 (630) ~ 1735 (1115) ~ 75 (215), .......-- 95 (50) , --- U Olnln OlnO Z o:rr--N CD ,.. ,.. - ,..,...N --- --- 1n01n . In In 0 NN .. O,..CD ::l MOO 0 N ,.. " u u It) ~ z - J: en l- I- e ... ::l Z '" N ~ z co 0 u . ~ ...- ~, r JlTTACHMENT No. 1- 7 -1-/. '5 ~t7/?R/})tJ/C .:Srupy lfYCe:K'~ CHAPTER ONE EXECUTIVE SUMMARY The intent of the Highway S 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 ChllnhllSSen. 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 S, placement ofparalle1 access boulevards, land use guidelines and regulation, design and landscaping standards, and the creation ofrecreational trails and public open space. The corridor runs the length of ChllnhllSSen, 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: ~ . 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 S. Jk . 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 of land use impact. development impact. visual appeal. and potential costs. The alignments that were considered are shown on Figure 3.2. 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 rermed by the Highway S 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 S between Galpin Boulevard on the east and TH 4 I 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 plannin,g 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). BARTCN-ASCHMAN ASSOCIATES, INt:. . 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 ofthesc 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 . Creation ofa passive park should occur at the north end of the pedestrian bridge, east of downtown. 1\ . City park acquisition and development should occur on property south of Highway 5 adjacent to the proposed Opus Gateway development for a city park. . 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. Landscaping will be an important element along Highway 5 itself access boulevard right-of-way. The overa1llandscape concept emphasizes retaining natural vegetation where possible and enhancing it with native plantings, windrows, and benns (Figure 6.1). Particular attention is paid to buffering potential residential areas with benns and dense plantings. The access boulevards and trails will be enhanced by deciduous trees to provide visual interest, scale, and shade. 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. . Pursuingfundingfor 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. BARTON-ASCHMAN ASSOCIATES. tNC. II - · 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 reconunendations 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. " ,. 5 CORRIDOR PLANNING GOALS AND POLICIES Goals and policies that follow provide a philosophical framework for the corridor's design and development Goal: Access Boulevards < Policy: Policy: The corridor plan develops access boulevards consistent with the City Comprehensive Plan and the "Building Conununity 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 conununity, linking neighborhoods to the central business district, employment concentrations, conununity 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 th.e 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 ofa main street and not the feelofa 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. . '-ASCHMAN ASSOCIATES, INC. 3 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 Chllnhll~en 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 offer new opportunities and constraints that were not previously considered. c. That the work undertaken by the Task Force to determine an appropriate design concept for individual sites supports refming land use decisions. The Highway 5 plan should determine land use designations for the 1995 Study Area identified near the intersection of Highways 5 and 41, as well as for other unde- termined parcels located within the corridor. The purpose of defming 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 allowable 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. Parks, Open Space, and Trails Goal: 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 Bluff Creek corridor that will ultimately connect Minnewashta Regional Park with the Minnesota River National Wildlife Refuge. Included in this policy is the concept ofutilizing 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 S. The 4 BARTON.ASCHNlAN ASSOCIATES, lNCo (; , Policy: Policy: plan should seek to incorporate trailliDkages 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 Min:1esota Landscape Arboretum. The plan should identi1Y 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. Goal: Development Standards 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 ofbuilding and site design will be required along Highway 5. 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. Undes~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 5. 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. BARTON-ASCHMAN ASSOCIATES, INC. & 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 inunediately after construction. Another new roadway, East City Street, is proposed to be constructed south ofTH 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 of Ch:lnhlL~')en 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~nhll<:.')en's central business district, other retill 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 of studies designed to culminate in a Highway 5 Corridor Plan. The plan is intended to promote orderly and attractive development of land within the corridor in a manner consistent with established goals and policies. Development in the corridor is expected to be designed with greater sensitivity to the environment and of higher quality than might have occurred in the absence of the specific guidelines created through this planning effort. The purpose or 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 of roadways and utilities, incorporation ofnatural 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 architectural and site design through improved development standards within the corridor. These standards, which govern site planning, placement of building masses, use ofmaterials and the like, enable the City ofChanhassen to enhance what otherwise might result in low-quality strip development C. Create a unified. hannonious. and high-quality visual environment throughout the corridor, thereby identifying it as a special place with a unique identity within both Ch:mh:!<:.sen and the Twin Cities region as a whole. BARTON-ASCHMAN ASSOCIATES, INCo 7. 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. Defining 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. * ACCESS BOULEY ARD PURPOSE 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 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: I. The roadways should facilitate 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. .f- 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. BARTON-ASCHMAN ASSOCIA'17ES. INc:. 10 OTHER DESIGN PRINCIPLES Access boulevards are viewed to be different in function and design from traditional frontage roads. Therefore, the access boulevard alignment will vary from the mainline corridor and their appearance will adhere more closely with a boulevard's aesthetic. A number of other general design principles are intended to be met in the access boulevard layout and design. These considerations include: 1. The access boulevard design concept should include corridor landscaping and the establishment of a unique roadway identity within ChllnhMC;en. A boulevard character will be established in part based upon the following 'components: 2. 3. *6. (k- Boulevard canopy trees along the entire corridor for identity and continuity Landscape treatment within intersections and adjacent select portions of the alignment Distinctive information signing and roadway lighting Related amenities including informal t:r:l.i1 rest areas or overlooks for bicyclists and pedestrians Roadway alignment. both horizontal and vertical layout, should respond to the "lay of the land" or the existing natural topography. A serpentine alignment rather than a straight t:mgent is desirable. Access to abutting parcels will be provided, but in a manner that corresponds with the designated land use type and the traffic volumes generated by that land use. Inunediate access from single-family parcels will not be allowed. 4. Proper dimensional setbacks from the TH 5 mainline to the access boulevard intersections will be provided for traffic operational purposes. Vehicle stacking and turning movements must be accommodated. 5. A landscape buffer area will be established between the TH 5 mainline and access boulevard in those sections where the roadways are in close proximity. Earthen berms and landscaping should be provided where feasible. Naturally occurring wetlands. creeks. and drainage ways should be respected with minimal roadway construction impact occurring. Mitigation of grading or other construction activities should occur consistent with the adjacent environment. SPECIFIC DESIGN CRITERIA *' 2. Roadway design criteria established by the Minnesota Department ofTrnnsportntion State Aid Mannal for Municipal Streets and City ofCbanhassen Public Works Desi~n Guidelines provide a framework to guide the access boulevards' design. The following items highlight design recommendations or prudent design alternatives to be considered: 1. Roadway classification will be a "high density collector. " Roadway design speed shall be 40 miles per hour; actual signed speed-- 35 miles per hour suggested (actual signed speed limit will be set by the Commissioner of Transportation). 11 "" . BARTCN-ASCHMAN ASSCC:IA~ES. INc:. "! ... ~ Ii: . ,. ~...,. ,/t ", c a: -<( > lU ..J ;:) 0 C) VI VI .... lUU ZU ~-<( ~C -<(lU I :EVI ,4: 0 lI'lo.. 0 :ra: ....0.. H/ i . ,,~ :~ ~ <( ~~ I- 0 ~~ en ~~ w z ~ z ~~ ::E l>~ z' '. . I') w ~ .: ... ~f;3 en I en ~~ <( ~@ J: Z ~~ <( J: tt:'"4 () ,.,;; '.'~ :r ~ r--__.-w-...~ 1t- ..,.. .. w.. .. _ _ ~ ., ... ... -, _. 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(.J : . :z o (.J .. ~ ~ .. . - ~ ~ ~ ~ ~ ~ ~ ;' ____ F <_ ... .......... 1. .-----__, : :-__.._.c~ I ~ I ' ~ <' ~ r' j I ; ~-_..-"!:tJ: :r .: - _..._-~.' 'L. I ~ . ~ :-.---Ji= ~ :;--, : . l' }---...- :~ I:: , : ;--.....- '(,J1 :~, I f ------~: "t.J : , .... --- Co; u z ~ =:!Z ti: C.:..w <= IAo - a.._ ~e ~z ~~ ~~ ~~ j j~ c =: ~I:':" C ....< i2:IoIZ ~S~j~~III;! c = =' ~- ~ =~; ~ ~. (..; z= <0 -:: Co;~ ~8 ~~j ...= c:- CI:~ AoI=: < ~ .. :c ~ Co: "':Iol >- IolU ~ >:1: :.= ~~ c z ;;; '" ~ C Iol '" '" I- "': cz cC z.. ~.: i=.; "'= ~z =: ... ... ~ < 1= =: C. :.: z <101 ='" fl; =jj "'- z- c:= (..;'" I~~ =:a <- z .j \)~\) .. '. ~ $ .m~:I. --.J ~ \ !gh - .. 8 lI~rllli lI~i.. ~ 2 I .ElIUI III I -I-'-i ~ tJ ~ ili ~f I ---..,.... ~ .-_...-~----- - vi ~ C1 Ii: 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 of this 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. agriculturaI Iandscape 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 defmed 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. BARTONoASCHMAN ASSOCIATES~ INCo BS . Employ urban landscape elements at the conununity's eastern entrance that contribute to a gateway effect The area's conunerciallindustrial uses suggest an architectonic solution employing vertical elements. Develop within public right- of-way through tax increment fmancing or other public expenditure. . Establish CBn gateways at: o Powers BoulevardffH 5 within open space in the northwest and northeast quadrants through public/private funding. o The former Red-E-Mixlraco Shop parcels near the TH 101 realignment through leisure park development with HRA investment . Construct CBn portals with HRA involvement at: o Market StreettrH 5 within the northwest and northeast right-of-way quadrants. o Great Plains BoulevardffH 5 within the northwest right-of-way quadrant F. Strengthen prominent intersection identification through landscape treatment: . Utilize plant material massings and ground form 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. * G. 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 natura1landscape 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 berms 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. S7 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 of related 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-ol-way 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. BARTON-ASCHMAN ASSOCIATES, INC- se . Acquisition of these parcels should occur as soon as possible prior to development. . Pursuit of general funds, user fees, or bond referendwn to fmance park component construction. D. Landscape and urban design elements will reinforce the corridor's resource base and aesthetic appeal. Implementation measures include: t'. Adherence to recommended landscape plans consistent with access boulevard, highway mainline, and trail construction. . Adherence to landscape guidelines during private development approvals. . Ongoing staffsupport to participate in MnDOT landscape plantings. . Design and implementation of community gateways and entrance portals. E. Development and design standards will guide the corridor's building development quality. Ongoing effort will be needed including: +. Adherence to the proposed design guidelines by the Planning Cormnission and the Housing and Redevelopment Authority. Y. Staffsupportfor design considerations during negotiations with developers. 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 cormnissions should try to adhere to the site planning objectives while promoting creativity within each outlined parcel. BARTON-ASCHMAN ASSOCIATES, INC. 91 PROPOSED AND POTENTIAL PARKS * A number of proposed or potential park facilities are planned for development (see Figure 5.1). These facilities will respond to the increasing demand for park and recreation activities by impending residential land uses. A summary of the proposed facilities follow: 1. Development of the Gateway Business Park in 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 5. 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 ofresource 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 infonnaI picnic areas. An example of such a facility is currently being planned for the former Red-E-Mix/I'aco 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. 54 'Fr~m." /99/ .6 ry &1~? ?.I-/MI 6-~;I1IV.5 Pd.e'1 /:h ~~).;\ ~e;vr ) ATTACHMENT No. 5 (2/91 ) 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. Speci fi c exampl es of such ci rcumstances 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 east of Chanhassen' s east border of 1-494. A 1991 1 ett i ng date is schedu 1 ed for replacement of the Ch i cago, Mil waukee, St. Paul & Paci fi c Railroad 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. *' /)71~ p/"'V4&.f /;tU',;~ 't1e~ t'~dUn Improvements that are currently underway will significantly improve conditions on T.H. 5. It is extremely important in the future that the City continue to monitor funding levels to 13 * ~()I ~+ ~'rs ~r clan /;~d tHJ j!~; /VlJrlf": 7;H. 5 /$ ~~r.rIt,)J8 <./',. V(,A./ P' v---"" ~~/.11.." ''''<J / ?'/lY (1~//?P PL.#/V' l /7J?:;;~::;~tJ) (2/91) ens ure that current plans are imp 1 emented. The Ci ty wi 11 continue to support the expansion of T.H. 5 to four lanes from CSAH 17 to Chanhassen's western border. Additionally, 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 city. The jurisdictional problem 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, hidden dri veways and frequent vis tas of Lotus Lake which serves as a distraction, all combine to create potentially dangerous conditions. Previous efforts to improve Pl easant Vi ew Road have been unsuccessful. As a resul t, the i nadequaci es of thi s route will conti nue 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 Trail, further extens i on is not feas i b 1 e due to ex is t i ng development and extreme vari at ions in topograpny. Therefore, Chanhassen r s on 1 y reasonable opportun i ty for a comprehens i ve north/south mi nor a rteri a 1 route 1 i es in the improvement of the T.H. 101 corridor. 14. 5. /Y 6. Pt'lJ?1: jql'"il C/ rY t1fJ11? ?t/iW (2/91) 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 traffic along its route. This area has undergone a fairly significant amount of development but there is considerably more development potential that is likely to be realized over the next decade. 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 connecti ons. A porti 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 1 oca 1 ri ps 0 snort to m~ , umJengt. The i ty is curre y trnaerraking a Joint proJect wit~T and the City of Eden Prairie to extend to Lake Drive east 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 contains a number of roads wh i 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. 15 l ICO" f , - - - T ~-. I I ". -.- , .. - ..... '1ft L.;.: 3 =--1 - _._~ --- --- - --~ :~ L I T- QTy a: 0WI-iAssEN Recommended System Major Routes ..- '--j --I ~ __--1 I =-1 I e Interchanges 21 f!!!!!l J9t; / (2/91 ) ~ y m/l1? Pf-/HV ~. . V5P,tl;!77J!Z/;V \ CZ~,&t// / further define the need for the realignment of T.H. 41 including the possibility of a new river crossing. T. H. 101/Prooosed T. H. 212 and CSAH 17/Prooosed 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 Roa~ - 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. East/West Collector. North of T.H. 5 - The transportation 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 extensive wetlands west of Galpin Boulevard. 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 ,-- ~J1r I -'-1 0WI-iA.ssEN --1 ~ ~commended System~ Functional __j Classification .~ '.. Principal Arterial --l t. Minor Arterial - Class I~-j -- Minor Arterial - Class II =_J - Collector - Class II i I ! i I f I I QTY OF ! -.- - - ~-. i - i J 1 ,. , KO" - , I J ; I J , ! J -... .... .,. - -..,.. - 28 (2/91) 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) Pi oneer Trail (CSAH 18) Bluff Creek Drive Lake Riley Boulevard North T.H. 5 Frontage Road Each of these roadways contains or wi 11 contain 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 1 oca 1 access, conti nui ty and fund i ng for capi ta 1 and ope rat i ng expenses. In general, the current jurisdictional responsibilities (state, county and local) are generally ~~nsistent with the above criteria and with the recommended roadway system. 32 ~~ c.+r :\.) C f} C -, ~~ I ~ '1 / 0/ '..\..,..... ,t r~ D '" \ d.' c~ f t- ,-- :-+"1' " ". .,... L.... \ ~--t:....."._ ' . ... ... ..- ,~,...J'. -. i '\: ~-..... "'.~.;;;.-o.: {'y' I .r ." I (2/91) STREET FROM TO CLASSIFICATION Lake Drive East Dakota Ave T.H. 101 Co 11 ect - Cl I Audubon Road T.H. 5 Chas ka Li mi t Collect - Cl I Pioneer Trail West Limit East Limit Collect - Cl I Bluff Creek Drive Pioneer Tr. T.H. 212 Co 11 ect - Cl I Lake Riley Blvd Lyman Blvd East Limit Co 11 ect - 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 cons t ruct i on of pri va te dri veways provi ding 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 ~~vides a~eq~ north/south access in terms of faci~lo~tions but is deffCient in east/west rou es. In the nor heastern part 0 t e Cl y, .H. 1S oca . ml es from T.H. 7. This compares to maximum spacing of one mile for north/south routes in the same general area. 8 _ l l , t. I ~ I ~ ",'..LJ. II,.L ,l- 11J:J , I" ,~, ! , J, L~' I ~,,' ~ ! J :..~.,:,'.d:;.~--"- ~=:_ - ./~~.~~~~ \\~- ~rt::. .. tlJ - ~;., i~~~- - f~~, ;~.~1ff;:.m e~ ~~'1- rr' 1E~~1-;]f~::::' ~~~"~~I~':"- ::::=-- - ~ .- -, f? . : 1_. m J J..!. " ~" -: ~, --J ~~~r, .' ~tS I : ~ J. ;;~, J-'I~ ''-'1 q~ ~._I . :~';/ ~ ~:,; ~ = _ ~~ r = '7 ,." v, r:Ei' . " '1Y~ L~-I -:-.~,~~ <; ; ~-, - : I. ....,..,.,. ~ '~. I l ;I-~~~} ~~E\:~..~ .- , :-, (-._.-. \' "",=-:r--- & ...--:...';'" ~:~;;i.~,','~.~ ,.,.,~ ' - ..'I-!" ~l") ... )-.....J A !1Wg:~~..;;,. _ .t::,',-=,?~l;; - =~i~1J.~~ r T ZW ! '. 'U\~,r.rt~~. iG) I ~ =--=: --1rtJr~ t:. - '-' \'.. i' - ,lrr::-Ic...., .-. ~ '1 ~.. u., ... ': :...:&;.:i\ - '- ~ 'Y' 1-' ~' : , , I 1'1 r~:-' ~~~.~ ' =- j~I~~1 1 W J I ~ N;[L 'rJi~ ..~ == ~?'--'1 l/ "..::;~~'-.~""5: I;.. ~,':~h; = I e>\ \ ~ -- ~~{~~T'~ ~'''?r-rTJ -- , ~.._. u v-.RI !-~ ~'''' ~l'\.,~; J~jl=' ", := "~.'-:':'''''' [" n_ ~! .-JJ(~ ~~'(. (~.;.".... _'~' ,'-...... -- ,... . ,.... I __ ,...,.... u .....", ~ -- ~ It- i, -"I I ;.~." .. ~.., 1 - . ! 'I' ~I~~" ~', ,-'" --- ! III T I j Ii! II ~ - -L ' ;' -dJr' .. -:iJT1= , ii, \ -lrihm~ I I~I! ..\~~ ~ --1 ~t )! I. j' _' 4" \.= ..=l ~ - I I .. '... :- - I r ~ ..... r' .,:;" == - -,-4-, ,-' ,.--" I ~ ?>" '- _ System Deficiencies = I ~ Iv1' i..-::, :- ' -- ----~--)I'\-/NL~""" 'I:l!~! ~I-aO __ . Intersections/Access '" \v J - 7 ~ L-, ~ ,_ - ~~ rnJ . .-.1. '- - i'-&~~J jJr~~ ~I ~"'77 I ~ = ~~;1'1~"~.~';~~~ ~" I = - . /~ R..L ~ ~-'=/.... =- ... ;,; . ~ I-~ -y.~..:= ~~) r.' - ~,... )) --- ..f ..... I,... f ~ _ _, l.... :l..~'-'-. ..~"'._. r-- ...--- .? --- ~ CITY OF a-wliASSEN - Capacity/Connections 6 Jurisdictional Continuity -- - I 'Ir . I - i" T j ~ ---' - .~ , I "r_ ..... I""" , , ...... " I I , , I I ! I I , I I I I I 1 I ill , , . :~ ~ .......'IIt G-;1-eAW (L.~ QJ, ~~-l'f V'--<> ~ ~ I the year 2010 on each roaondY segment. Therefore, the vehicle Vlllllme 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 forecast 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 Improvement Program. The committed improvements are shown in Figure 6.) Detailed forecast volumes for 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.G.S.) greater than the maximum acceptable L.G.S. D are shown in Figure 6. A description ofL.O.S. for arterial and collector roadways is given in Table 4. Highway 5 traffic will experience L.O.S. F 0 delays) from Victoria Drive CSAH 11) to 1-. -- includ10g t e current an committed wi emng to our lanes st ofT.H. 41. The propos com on sectIon 0 .H. ~ and . . 101 10 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.lCSAH 18 from T.H. 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.H. 212 four-lane freeway is forecast for L.G.S. E or F east of T.H. 101. When the level of service on New T.H. 212 reaches L.G.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 Final Plat-Arboretum Business Park July 28, 1997 Page 12 b",'ta??5 F/?IJN r/Iv"J-? ?~~ 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 Engineerinl?: 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 Coulter 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 1, Block I shall be revised to accommodate for a drive access over the easterly 40 feet of Lot L Block 1 to service the Wrase property. ~ -- 1\]1 Bonestroo Rosene Ander'il< & Associates Sonestroo. Rosene. Anderlik and Associates. In. , Affirmative Action/Equal OppOrtunity Employer Principals: Otto G. Bonestroo. P.E. . Joseph C. Anuerllk. 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 Associate Prineipolls: 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 T. Rautmann. P.E. . Ted K.Field. P.E. . Kenneth P. Anderson. P.E. . Mark R. Rolfs. P.E. . Sidney P. Williamson. P.E.. LS. . Robert F. KotSmith Offices: St. Paul. Rochester. Willmar and St. Cloud. MN . Milwaukee. WI Engineers & Architects December 9, 1997 DIRECTOR OF PUBLIC WORKS COMMENT LARGER SCALE DRAWINGS WILL BE PROVIDED AT THE WORKSESSION MONDAY NIGHT. Mr. Charles Folch City of Chanhassen 690 Coulter Drive P.O. Box 147 Chanhassen, MN 55317-0147 Re: Arboretum Business Park Area Phase II Improvements Elevated Storage Tank, City Project 97-1-1 Our File No. 39358 CITY Of CHAHHASSfM [2~@~mW~ill) DEe 1 f~ 1997 ENGlHEfRiM 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.R. 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. Raving 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 n~ighboring 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 former 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 information 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, BONESIROO,~ROSENE, ANDERLIK, & ASSOCIATES, INC. fBJ J~ Phil Gravel, P.E. 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