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CAS-18_SOUTHWEST METRO TRANSITTRAFFIC STUDY FOR PROPOSED TRANSIT -ORIENTED FACILITY IN CITY OF CHANHASSEN Prepared for: SOUTHWEST METRO TRANSIT Prepared by: BENSHOOF & ASSOCIATES, INC. May 2004 CONTENTS Page LIST OF FIGURES SUMMARY................................................................................ iii PURPOSE AND BACKGROUND Proposed Development Characteristics ............................................. 1 EXISTING CONDITIONS AND PLANNED FUTURE ROADWAY CHANGES.......................................................... 3 TRAFFIC FORECASTS TripGeneration........................................................................ 4 Trip Distribution and Assignment .................................................. 4 Traffic Volumes 8 RESPONSES TO TRAFFIC OBJECTIVES Impacts at Subject Intersections (Objective A) .................................... 11 Impacts on Lyman Boulevard East ofTH 101 (Objective B) ................... 12 Recommended Access Plan (Objective C) ....................................... 15 Traffic Study for Proposed i- May Transit -Oriented Facility in Chanhassen LIST OF FIGURES Figure Page 1 PROJECT LOCATION.......................................................... 2 2 TRIP DISTRIBUTION FOR PARK/RIDE................................... 5 3 TRIP DISTRIBUTION FOR RETAIL/DAYCARE ......................... 6 4 TRIP DISTRIBUTION FOR RESIDENTIAL ............................... 7 5 WEEKDAY A.M. PEAK HOUR VOLUMES .............................. 9 6 WEEKDAY P.M. PEAK HOUR VOLUMES ............................... 10 7 WEEKDAY A.M. PEAK HOUR LEVELS OF SERVICE ................. 13 S WEEKDAY P.M. PEAK HOUR LEVELS OF SERVICE ................. 14 9 RECOMMENDED ACCESS PLAN .......................................... 16 Traffic Study for Proposed Transit -Oriented Facility in Chanhassen May 2004 Benshoof & Associates, Inc. completed a traffic study for the Southwest Metro Transit's proposed transit -oriented facility in Chanhassen. This study is to determine impacts of this development on the surrounding roadways. Based on discussions with City, Mn/DOT, and Southwest Metro staff, the following are the three principal objectives of this traffic study: A) Examine traffic impacts of the proposed development at the following intersections during the weekday a.m. and the p.m. peak hours: • TH 10l/TH 312 north ramps • TH 101fM 312 south ramps • TH 101/proposed right turn access • TH 101/Lyman Boulevard • Lyman Boulevard/proposed full access • Lyman Boulevard/Summerfield Drive B) Examine impacts of the proposed development on Lyman Boulevard east of TH 101 for the weekday a.m. and the p.m. peak hours. C) Develop a recommended access plan for the proposed development. Traffic forecasts and analyses were completed for the 2011 no -build and the 2011 build conditions during both the a.m. and the p.m. peak hours. Results from the traffic analyses indicated that the proposed development will not cause any significant negative impacts at the subject intersections and on Lyman Boulevard east of TH 101. A recommended access plan was developed that would best meet the needs for the proposed development users and other motorists using the surrounding roadway network. Traffic Study for Transit -Oriented in Chanhassen May 2004 PURPOSE AND BACKGROUND The purpose of this report is to present the results of the traffic study completed for the proposed transit -oriented facility in the City of Chanhassen. The site for this facility is located north of Lyman Boulevard and east of the future realigned TH 101. Figure 1 shows the location of the proposed site. Based on discussions with City, Mn/DOT, and Southwest Metro staff, the following are the three principal objectives of this traffic study: A) Examine traffic impacts of the proposed development at the following intersections during the weekday a.m. and the p.m. peak hours: • TH 101/fH 312 north ramps • TH 101/TH 312 south ramps • TH 101/proposed right tum access • TH 10l/Lyman Boulevard • Lyman Boulevard/proposed full access • Lyman Boulevard/Summerfield Drive B) Examine impacts of the proposed development on Lyman Boulevard east of TH 101 for the weekday a.m. and the p.m. peak hours. C) Develop a recommended access plan for the proposed development. PROPOSED DEVELOPMENT CHARACTERISTICS The proposed development was initially envisioned to consist of a park/ride facility and other supporting uses such as convenience retail and residential. Based on discussions among neighbors, Southwest Metro Transit, City, and Benshoof & Associates staff, a preferred development concept was developed. This concept was principally based on needs for the area, benefits of multi -use developments, and trip generating characteristics of the various possible uses. The following are the characteristics of the preferred development concept (referred to as proposed development elsewhere in the report), which were used in this traffic study: • Park/ride - 800 parking spaces • Daycare - 8,000 SF (square feet) • Convenience retail - 8,000 SF • Housing - 48 dwelling units The proposed site will be served by a total of three access points — a right tum access on TH 101, a full access on Lyman Boulevard, and a "buses only" access on the TH 312 south ramps. The proposed development is expected to be complete by 2010. Consistent with normal practice, traffic analysis were completed for one year after full completion of the development, i.e. 2011. Traffic Study for Proposed 1- May 2004 Transit -Oriented Facility in Chanhassen SOUTHWEST TRAFFIC STUDY FOR METRO TRANSIT FIGURE 1 PROPOSED TRANSIT - ORIENTED FACILITY PROJECT LOCATION [BENSHOOF &ASSOCIATES, INC. IN CHANHASSEN TSANSPORTATI0N EN01NEENSANO PLANNERS 0001% 000 EXISTING CONDITIONS AND PLANNED FUTURE ROADWAY CHANGES The proposed site presently is undeveloped. South of the proposed site is Lyman Boulevard, a two-lane City street with a posted speed limit of 35 mph. Lyman Boulevard west of TH 101 is a County roadway. As shown in Figure 1, TH 101 is a north -south roadway with an offset at Lyman Boulevard. The Minnesota Department of Transportation (Mn/DOT) currently has plans to realign the north leg (north of Lyman Boulevard) of TH 101 to remove the offset at Lyman Bouelvard. This change will create a four -legged TH 101/Lyman Boulevard intersection. Mn/DOT plans to construct TH 312 in the next few years. With the new TH 312, an interchange will be built at TH 101. This interchange will create two ramp intersections on TH 101 north of the site. These planned future changes will result in the following geometrics and traffic controls at intersections on TH 101: TH 1011TH 312 north ramps. This intersection will provide one eastbound left tum lane and one shared through/right tum lane on the west approach, two left turn lanes, one through lane, and one right tum lane on the east approach, and one left tum lane, two through lanes, and one right tum lane on the north and the south approaches. Traffic signal control will be provided at this intersection. TH 1011TH 312 south ramps. This intersection will provide one left tum lane and one right turn lane on the east approach, one left turn lane and two through lanes on the north approach, and one right tum lane and two through lanes on the south approach. Traffic signal control will be provided at this intersection. TH 101/Lyman Boulevard. This intersection will provide one eastbound left tum lane, one through lane, and one right tum lane on the east and the west approaches and one left tum lane, two through lanes, and one right turn lane on the north and the south approaches. Traffic signal control will be provided at this intersection. Geometrics and traffic controls at the subject site access intersections were established through traffic analyses and are presented later in this report. Traffic Study for Proposed -3- May 2004 Transit -Oriented Facility in Chanhassen TRAFFIC FORECASTS TRIP GENERATION Trip generation estimates for all proposed uses were developed based on data presented in the Institute of Transportation Engineers' (ITE) Trip Generation, Seventh Edition, 2003. Trips resulting from this process are called gross trips. Due to the mixed-use nature of the proposed development, a significant portion of the development trips are expected to occur internal to the site (e.g., a trip between residential and day care uses). Based on ITE data and experience on other similar projects, a five percent reduction was applied to gross trips to determine net development trips that will use the surrounding roadway network. Trips for retail uses normally are classified into the following two trip types: New Trips — Trips solely to and from the subject development Pass -By Trips — Existing "through" trips on adjacent streets (TH 101 and Lyman Boulevard) that will include a stop at the subject development in future Although the convenience retail will generate a few passby trips, these trips would be very low compared to the total trip generation for the site. Therefore, no reduction was applied for passby trips for the proposed development. Table 1 shows the trip generation estimates. Table 1 Weekday Peak Hour Trip Generation Land Use red Size Units A.M. Peak Hour P.M. Peak Hour Park/Ride 800 Spaces 637 494 Daycare 8,000 SF 102 106 Convenience Retail 8,000 SF 51 51 Housing 48 DU 27 44 GROSS TOTAL - 817 695 NET TOTAL• tote, mm, ki � �a 776 660 ps cu are ca by reducmg the gross total tops by five percent TRIP DISTRIBUTION AND ASSIGNMENT Trip distribution percentages for the proposed development were established based on discussions with City and Southwest Metro Transit staff regarding market areas for the various types of uses. It is expected that traffic patterns for the various proposed uses will be different. Therefore, separate distribution percentages were developed for the different uses. These percentages are presented in Figures 2, 3, and 4. Development trips were assigned to the surrounding roadway network using the distribution percentages presented in Figures 2, 3, and 4. This trip assignment resulted in development traffic volumes at the subject intersections. Traffic Study for Proposed -4- May 2004 Transit -Oriented Facility in Chanhassen SOUTHWEST TRAFFIC STUDY FOR FIGURE 2 METRO TRANSIT PROPOSED TRANSIT - ORIENTED FACILITY TRIP DISTRIBUTION �BENSHOOF&ASSOCIATES, INC. INCHANHASSEN FORPARK/RIDE TflANSPOflTAT10N ENGINEEflSANOPLANNEflS SOUTHWEST TRAFFIC STUDY FOR FIGURE 3 LWTMR ETRO TRANSIT PROPOSED TRANSIT - ORIENTED FACILITY FOR RETAIUDAYCARE TRIP DISTRIBUTION SHOOF&ASSOCIATES, INC. IN CHANHASSEN8PONTATIONENGINEEflSANGPLANNENS SOUTHWEST TRAFFIC STUDY FOR FIGURE 4 METRO TRANSIT PROPOSED TRANSIT- ORIENTED FACILITY TRIP DISTRIBUTION [WTBRAN ENSHOOF&ASSOCIATES,INC. IN CHANHASSEN FOR RESIDENTIAL SPOHTATIONENGINEEflSAND PLANNENS TRAFFIC VOLUMES As described earlier, traffic forecasts and analyses were completed for one year after full completion of the proposed development, i.e. 2011. To develop background traffic volume projections for 2011 at the subject intersections, Mn/DOT's projections presented in "TH 212 Design -Build Preliminary Engineering Design," September 2003 were obtained. This document presents 2007 and 2025 traffic volume projections at the subject intersections. Using these projections and existing daily volumes in the 2002 Mn/DOT flow maps, a.m. and p.m. peak hour background volumes for 2011 were extrapolated. Development volumes established earlier were added to the 2011 background (2011 no -build) volumes to determine 2011 build volumes. A.M. and p.m. peak hour volumes for the 2011 no -build and the 2011 build conditions at the subject intersections are presented in Figures 5 and 6. In addition to volume projections at the subject intersections, Figures 5 and 6 show two-way volumes on Lyman Boulevard between TH 101 and the proposed access and east of the proposed access. Traffic Study for Proposed -8- May 2004 Transit -Oriented Facility in Chanhassen co O N a � CA �rrn J14 W Q r LL F 10/10 10/10 1091139 TH 312 NORTH RAMPS N NOT TO SCALE 10/10 10/10 11/11 0_Nco T�T criC m m T O `� o L- 112/112 �- 11/240 TH SO12 UTHUTH RAMPS y T I r E` I`2011 NO -BUILD M 2011 BUILD corn I I I I 1p N 100 xxna N f0 a 01 NI y 4125 R-IN/R-OUT Tf Lo m V) w (o U 2 UZ co co Q WJ T m = Z_ Q O N N p0 1L t0 N I�40/43 cri N C rZ:Zco �' CO 1/1 Q <-39/68 40/83 I 1--28 Lo co ^T I I 98/122 4/4 m LYMAN BLVD. 119/119 391/423--t -/276--1 2/3 40/93 238/238 227/235 —� 67/67 v o rn ¢ ItN C] v 100 T� r J W O LL Q W F � 1n SOUTHWEST TRAFFIC STUDY FOR FIGURE 5 METRO TRANSIT PROPOSED TRANSIT - ORIENTED FACILITY WEEKDAY A.M. BENSHOOF&ASSOCIATES, INC. IN CHANHASSEN PEAK HOUR VOLUMES ITY TRANSPORTATION ENGINEERSAND PLANNERS t9N C) In a \�to cm �� W Q r F DS LLH 22/22 10/10 3.58/38D TH 912 NORTH RAMPS N NOT TO SCALE 10/10--1 10/10 10/10 oc')m off' ,(DO r Do Lo r - mo `O o 82/82 10!72 TH 312 RAMPS SOUTH Tf rl Lo 2011 NO -BUILD 1a 2011 BUILD I I II my � N v XX/JO( 4268 R-IN/R-OUT T� v0) u')_� 0) w o Q N r U Q Z Z r 7 L� U. Q O r w N IL CO G7 m 39/42 CID m N m r �_ 2/2 a c0)�1 y 198/290 c� �401107 '/8 100 7 cm `r LYMAN BLVD. F -277/2n 329/338 4101 50/70 166/166 140/157 152/152 --121/25 Amo � d -m vcco� o co r (' W O LL D: W E u1 SOUTHWESTTRAFFIC STUDY FOR FIGURE 6 METRO TRANSIT PROPOSED TRANSIT - ORIENTED FACILITY WEEKDAY P.M. WBENSHOOFBASSOCIATES, INC. IN CHANHASSEN PEAK HOUR VOLUMES TRANSPORTATION ENGINEERS AND PLANNERS RESPONSES TO TRAFFIC OBJECTIVES IMPACTS AT SUBJECT INTERSECTIONS (OBJECTIVE A) To determine traffic impacts of the proposed development at the subject intersections, capacity analyses were completed using the Synchro 6 analysis software. These analyses were completed for the 2011 no -build and build conditions during both the a.m. and the p.m. peak hour volumes using the planned future geometrics and traffic controls presented earlier. For analysis purposes, exclusive lanes were used for all turn movements at the site access intersections, and stop control was used on the driveway approaches. At the Lyman Boulevard/Summerfield Drive intersection, existing geometrics and traffic control, which include one lane on all approaches and stop signs on the north and the south approaches, were used. Capacity analysis results are presented in terms of level of service (LOS), which ranges from A to F. LOS A represents the best intersection operation, with very little delay for each vehicle using the intersection. LOS F represents the worst intersection operation with excessive delay. The following is a detailed description of what each level of service means: • Level of service A corresponds to a free flow condition with motorists virtually unaffected by the intersection control mechanism. For a signalized or an unsignalized intersection, the average delay per vehicle would be approximately 10 seconds or less. • Level of service B represents stable flow with a high degree of freedom, but with some influence from the intersection control device and the traffic volumes. For a signalized intersection, the average delay ranges from 10 to 20 seconds. An unsignalized intersection would have delays ranging from 10 to 15 seconds for this level. • Level of service C depicts a restricted flow which remains stable, but with significant influence from the intersection control device and the traffic volumes. The general level of comfort and convenience changes noticeably at this level. The delay ranges from 20 to 35 seconds for a signalized intersection and from 15 to 25 seconds for an unsignalized intersection at this level. • Level of service D corresponds to high-density flow in which speed and freedom are significantly restricted. Though traffic flow remains stable, reductions in comfort and convenience are experienced. The control delay for this level is 35 to 55 seconds for a signalized intersection and 25 to 35 seconds for an unsignalized intersection. For most agencies in the Twin Cities area, level of service D represents the minimal acceptable level of service for regular daily operations. Level of service E represents unstable flow of traffic at or near the capacity of the intersection with poor levels of comfort and convenience. The delay ranges from 55 to 80 seconds for a signalized intersection and from 35 to 50 seconds for an unsignalized intersection at this level. Level of service F represents forced flow in which the volume of traffic approaching the intersection exceeds the volume that can be served. Characteristics often experienced include: long queues, stop -and -go waves, poor travel times, low comfort and convenience, and increased accident exposure. Delays over 80 seconds for a signalized Traffic Study for Proposed 11- May 2004 Transit -Oriented Facility in Chanhassen intersection and over 50 seconds for an unsignaliaed intersection correspond to this level of service. Most agencies in Minnesota consider that LOS D represents the minimal acceptable LOS for normal peak traffic conditions. Results of the capacity analyses are presented in Figures 7 and 8 for the a.m. and the p.m. peak hours, respectively. As shown in these figures, all movements at all the subject intersections will operate at LOS D or better for both the 2011 no -build and the 2011 build conditions during both the a.m. and the p.m. peak hours. Therefore, no mitigation measures are necessary in terms of LOS at the subject intersections. IMPACTS ON LYMAN BOULEVARD EAST OF TH 101 (OBJECTIVE B) In addition to capacity analyses at the subject intersections, this traffic study examined impacts of the proposed development on Lyman Boulevard east of TH 101. As shown in Figure 5, the two- way a.m. peak hour volume on Lyman Boulevard between TH 101 and the proposed access for the 2011 no -build and build conditions is 357 vehicles and 708 vehicles, respectively. This represents an increase of 351 vehicles in traffic volume on Lyman Boulevard west of the proposed access. However, east of the proposed access, the a.m. peak hour volume for the 2011 build condition is 396 vehicles, which is only 39 vehicles (11 percent) more than the 2011 no - build volume of 357 vehicles. Similarly, with the proposed development, the change in the two- way p.m. peak hour volume on Lyman Boulevard east of the proposed access is only 30 vehicles (7 percent) more than the 2011 no -build volume of 443 vehicles. Although the proposed development would cause a significant increase in traffic volumes on Lyman Boulevard west of the proposed access, there would only be a small increase (11 percent during the a.m. peak hour and 7 percent during the p.m. peak hour) in traffic volumes on Lyman Boulevard east of the proposed access. Since all homes along Lyman Boulevard are accessed east of the proposed access, where there would only be a small increase in traffic volumes, the proposed development would not cause any significant negative impacts on these homes. Traffic Study for Proposed -12- May 2004 Transit -Oriented Facility in Chanhassen aao W o H� LL F- B/B cc D/D �1 T 1� TH 312 NORTH RAMPS N NOT TO SCALE D/D � C/C c/cam SQaa QU aI ASA Ick y D�� TH y SOUTH RAMPS TI j as 2011 NO -ILD I -F F—F xx/xx 2011 BUILD a -/B R-IN/R-OUT Tr as co co o Q U Q Z Z J J 5 O ��oo dmU �B/B LL ¢U Gala- �_A/A D/D -/ IVA � A/A LYMAN BLVD. A D/D � T I AlA 31 AIA I T I A/A� CoQ ova A/A� f1mm mmm ¢ 0 9 W O LL Q W to LMETROTRANSIT THWEST TRAFFIC STUDY FOR FIGURE 7 PROPOSED TRANSIT - ORIENTED FACILITYWEEKDAY A.M. IN CHANHASSEN PEAK HOUR F&ASSOCIADPS,INC. LEVELS OF SERVICE TIONENGINEEflGANDPLANNENS a a IU I f� y W Q , o H� LL AfC C/C TH 312 NORTH RAMPS N NOT TO SCALE D/D� C/C —� C/C� o¢¢ ama ¢U a U A/A C/C TH 312 SOUTH RAMPS Tr ¢¢ as 2011 NO -BUILD FT 2011 )om BUILD a -B R-m/R-0UT T� a¢a GO W o UQ ¢ Z Z J J LL � a amU �_ BB my mmm A/A �C/C C/C FA//AA j 14_ NA A/A LYMAN BLVD. 4 C/C A/A A/A A/A � �U¢ ama A/A mmm s mmm 0 0 J W O_ LL 2 W 2 f - i � y SOUTHWEST TRAFFIC STUDY FOR FIGURE 8 METRO TRANSIT PROPOSED TRANSIT - ORIENTED FACILITY WEEKDAY P.M. IN CHANHASSEN PEAK HOUR �BENSHOOF&ASSOCIATES, INC. LEVELS OF SERVICE TRANSPORTATION ENOINEERSANO PLANNERS RECOMMENDED ACCESS PLAN (OBJECTIVE C) To provide adequate operations within and around the proposed site, a recommended access plan was developed. The following items were considered in developing an access plan that would best meet the needs of development users and other motorists using the surrounding roadway network: • Traffic volumes on Lyman Boulevard and TH 101 upon completion of the proposed development. • Stacking space to adequately accommodate the 95s' percentile queues at the access intersections and at the TH 101 intersections with Lyman Boulevard and TH 312 south ramps. • City's requirement of a 100 -foot buffer between the full access on Lyman Boulevard and the adjacent property(s) to the east. • Mn/DOT guidelines for tum lane lengths. The recommended access plan is shown in Figure 9. Principal features of the access plan include location and geometrics for the right turn access on TH 101 and the full access on Lyman Boulevard. As indicated in Figure 9, the right turn access can be provided anywhere between the two locations shown. These locations represent a 75 -foot "window" in which the right turn access can be provided without reducing the tum lane lengths for the northbound right turns on TH 101 at the right turn access and at the TH 312 south ramps below the minimum lengths that are needed to adequately serve these movements. Traffic Study for Proposed -15- May 2004 Transit -Oriented Facility in Chanhassen iN ale SOUTH RAWS RECOMMENDED SOUTHERNMOST LOCATION FOR RIGHT TURN ACCESS ON TH 101 I I I R I Sar I I I I I I .R I I I IYY � I No TR au sourx RAws RECOMMENDED NORTHERNMOST LOCATION FOR RIGHT TURN ACCESS ON TH 101 I I I >� I I I I N NOTE: THE RIGHT TURN ACCESS ON TH 101 CAN BE PROVIDED AT ONE OF THE TWO LOCATIONS SHOWN ABOVE OR ANYWHERE IN BETWEEN THESE TWO LOCATIONS t[f I SOUTHWEST METRO TRANSIT FIGURE 9 MPRO%I"TF 5G TRAFFIC STUDY FOR PROPOSED TRANSIT -ORIENTED FACILITY RECOMMENDED ACCESS PLAN BENSHOOF & ASSOCIATES, INC. IN CHANHASSEN 1$O IRAN. RORTATI ONE NOI NEER. ANORLANNER9 m 140 N NOTE: THE RIGHT TURN ACCESS ON TH 101 CAN BE PROVIDED AT ONE OF THE TWO LOCATIONS SHOWN ABOVE OR ANYWHERE IN BETWEEN THESE TWO LOCATIONS t[f I SOUTHWEST METRO TRANSIT FIGURE 9 MPRO%I"TF 5G TRAFFIC STUDY FOR PROPOSED TRANSIT -ORIENTED FACILITY RECOMMENDED ACCESS PLAN BENSHOOF & ASSOCIATES, INC. IN CHANHASSEN 1$O IRAN. RORTATI ONE NOI NEER. ANORLANNER9 AI-Jaff, Sharmeen From: Oehme, Paul Sent: Thursday, July 01, 2004 7:57 AM To: Aanenson, Kate; Saam, Matt; AI-Jaff, Sharmeen Subject: FW: Threshold Criteria for Access at Park Ride site to TH 101 -----Original Message ----- From: Lynn Clarkowski [mailto:Lynn.Clarkowski@dot.state.mn.us] Sent: Wednesday, June 30, 2004 5:11 PM To: Isimich@swtransit.org Cc: Oehme, Paul; rgustafs@co.carver.mn.us; Jon Chiglo; Lisa Freese; Mary Lacho Subject: Threshold Criteria for Access at Park Ride site to TH 101 Hello Len, Roger and Paul - Below is the threshold criteria that Mn/DOT is proposing for the right in/right out access to TH 101 from the 101 park and ride: 1. RI/RO is authorized, however if there are 5 or more crashes over a one year period related to the highway 101 access to the site, the access would be closed. In addition, Mn/DOT would require these additional requirements related to the bus access to/from the eastbound freeway ramp: 2. Designated Loading Zones adjacent to the bus ramp loading area. 3. Pedestrian Control, ie fencing or barrier, between the ramp and the loading area. 4. Bus Only Gate (similar to Foley ramp, etc) required at the bus ramp entrance to the site. 5. Circulation pattern off the bus ramp entrance to the site as previously sent to Mn/DOT, showing a one way circulation from the freeway ramp into the site. If this has changed since we met last time, please send us a current layout for review. We appreciate feedback from the city of Chanhassen, Carver County, and Southwest Metro Transit regarding the threshold criteria related to the TH 101 access. Regards, Lynn P. Clarkowski, P.E. Area Engineer - South Metro Mn/DOT Metro - WE 651/634-2103 lynn.clarkowski @dot.state.mn.us TRAFFIC STUDY FOR PROPOSED TRANSIT -ORIENTED FACILITY IN CITY OF CHANHASSEN Prepared for: SOUTHWEST METRO TRANSIT Prepared by: BENSHOOF & ASSOCIATES, INC. May 2004 CONTENTS Pace LIST OF FIGURES............................................................................ ii .. SUMMARY.................................................................................... ttt PURPOSE AND BACKGROUND Proposed Development Characteristics ............................................. 1 EXISTING CONDITIONS AND PLANNED FUTURE ROADWAY CHANGES.......................................................... 3 TRAFFIC FORECASTS TripGeneration........................................................................ 4 Trip Distribution and Assignment .................................................. 4 Traffic Volumes....................................................................... 8 RESPONSES TO TRAFFIC OBJECTIVES Impacts at Subject Intersections (Objective A) .................................... 11 Impacts on Lyman Boulevard East of TH 101 (Objective B) ................... 12 Recommended Access Plan (Objective C) ....................................... 15 Transit -Oriented Facilitv in Chanhassen LIST OF FIGURES Figure Page 1 PROJECT LOCATION.......................................................... 2 2 TRIP DISTRIBUTION FOR PARK/RIDE................................... 5 3 TRIP DISTRIBUTION FOR RETAIL/DAYCARE ......................... 6 4 TRIP DISTRIBUTION FOR RESIDENTIAL ............................... 7 5 WEEKDAY A.M. PEAK HOUR VOLUMES .............................. 9 6 WEEKDAY P.M. PEAK HOUR VOLUMES ............................... 10 7 WEEKDAY A.M. PEAK HOUR LEVELS OF SERVICE ................. 13 8 WEEKDAY P.M. PEAK HOUR LEVELS OF SERVICE ................. 14 9 RECOMMENDED ACCESS PLAN .......................................... 16 Traffic Study for Proposed ii- May 2004 Transit -Oriented Facility in Chanhassen SUMMARY Benshoof & Associates, Inc. completed a traffic study for the Southwest Metro Transit's proposed transit -oriented facility in Chanhassen. This study is to determine impacts of this development on the surrounding roadways. Based on discussions with City, Mn/DOT, and Southwest Metro staff, the following are the three principal objectives of this traffic study: A) Examine traffic impacts of the proposed development at the following intersections during the weekday a.m. and the p.m. peak hours: • TH 101/TH 312 north ramps • TH 101/TH 312 south ramps • TH 101/proposed right turn access • TH 101/Lyman Boulevard • Lyman Boulevard/proposed full access • Lyman Boulevard/Summerfield Drive B) Examine impacts of the proposed development on Lyman Boulevard east of TH 101 for the weekday a.m. and the p.m. peak hours. C) Develop a recommended access plan for the proposed development. Traffic forecasts and analyses were completed for the 2011 no -build and the 2011 build conditions during both the a.m. and the p.m. peak hours. Results from the traffic analyses indicated that the proposed development will not cause any significant negative impacts at the subject intersections and on Lyman Boulevard east of TH 101. A recommended access plan was developed that would best meet the needs for the proposed development users and other motorists using the surrounding roadway network. Traffic Study for Proposed iii- May 2004 Transit -Oriented Facility in Chanhassen PURPOSE AND BACKGROUND The purpose of this report is to present the results of the traffic study completed for the proposed transit -oriented facility in the City of Chanhassen. The site for this facility is located north of Lyman Boulevard and east of the future realigned TH 101. Figure 1 shows the location of the proposed site. Based on discussions with City, Mn/DOT, and Southwest Metro staff, the following are the three principal objectives of this traffic study: A) Examine traffic impacts of the proposed development at the following intersections during the weekday a.m. and the p.m. peak hours: • TH 101/7H 312 north ramps • TH 101/TH 312 south ramps • TH 101/proposed right turn access • TH 101/Lyman Boulevard • Lyman Boulevard/proposed full access • Lyman Boulevard/Summerfield Drive B) Examine impacts of the proposed development on Lyman Boulevard east of TH 101 for the weekday a.m. and the p.m. peak hours. C) Develop a recommended access plan for the proposed development. PROPOSED DEVELOPMENT CHARACTERISTICS The proposed development was initially envisioned to consist of a park/ride facility and other supporting uses such as convenience retail and residential. Based on discussions among neighbors, Southwest Metro Transit, City, and Benshoof & Associates staff, a preferred development concept was developed. This concept was principally based on needs for the area, benefits of multi -use developments, and trip generating characteristics of the various possible uses. The following are the characteristics of the preferred development concept (referred to as proposed development elsewhere in the report), which were used in this traffic study: • Park/ride - 800 parking spaces • Daycare - 8,000 SF (square feet) • Convenience retail - 8,000 SF • Housing - 48 dwelling units The proposed site will be served by a total of three access points — a right turn access on TH 101, a full access on Lyman Boulevard, and a "buses only" access on the TH 312 south ramps. The proposed development is expected to be complete by 2010. Consistent with normal practice, traffic analysis were completed for one year after full completion of the development, i.e. 2011. Traffic Study for Proposed -1- May 2004 Transit -Oriented Facilitv in Chanhassen SOUTHWEST TRAFFIC STUDY FOR METRO TRANSIT PROPOSED TRANSIT- FIGURE 1 ORIENTED FACILITY PROJECT LOCATION �BENSHOOF&ASSOCIATES,INC. IN CHANHASSEN TRANSPORTATION ENO INEERSANRPIANNERS EXISTING CONDITIONS AND PLANNED FUTURE ROADWAY CHANGES The proposed site presently is undeveloped. South of the proposed site is Lyman Boulevard, a two-lane City street with a posted speed limit of 35 mph. Lyman Boulevard west of TH 101 is a County roadway. As shown in Figure 1, TH 101 is a north -south roadway with an offset at Lyman Boulevard. The Minnesota Department of Transportation (Mn/DOT) currently has plans to realign the north leg (north of Lyman Boulevard) of TH 101 to remove the offset at Lyman Bouelvard. This change will create a four -legged TH 101/Lyman Boulevard intersection. Mn/DOT plans to construct TH 312 in the next few years. With the new TH 312, an interchange will be built at TH 101. This interchange will create two ramp intersections on TH 101 north of the site. These planned future changes will result in the following geometrics and traffic controls at intersections on TH 101: TH 1011TH 312 north ramps. This intersection will provide one eastbound left tum lane and one shared through/right tum lane on the west approach, two left tum lanes, one through lane, and one right tum lane on the east approach, and one left tum lane, two through lanes, and one right tum lane on the north and the south approaches. Traffic signal control will be provided at this intersection. TH 1011TH 312 south ramps. This intersection will provide one left tum lane and one right tum lane on the east approach, one left turn lane and two through lanes on the north approach, and one right tum lane and two through lanes on the south approach. Traffic signal control will be provided at this intersection. TH 101/Lyman Boulevard. This intersection will provide one eastbound left tum lane, one through lane, and one right tum lane on the east and the west approaches and one left tum lane, two through lanes, and one right tum lane on the north and the south approaches. Traffic signal control will be provided at this intersection. Geometrics and traffic controls at the subject site access intersections were established through traffic analyses and are presented later in this report Traffic Study for Proposed -3- May 2004 Transit -Oriented Facility in Chanhassen TRAFFIC FORECASTS TRIP GENERATION Trip generation estimates for all proposed uses were developed based on data presented in the Institute of Transportation Engineers' (ITE) Trip Generation, Seventh Edition, 2003. Trips resulting from this process are called gross trips. Due to the mixed-use nature of the proposed development, a significant portion of the development trips are expected to occur internal to the site (e.g., a trip between residential and day care uses). Based on ITE data and experience on other similar projects, a five percent reduction was applied to gross trips to determine net development trips that will use the surrounding roadway network. Trips for retail uses normally are classified into the following two trip types: • New Trips — Trips solely to and from the subject development • Pass -By Trips — Existing "through" trips on adjacent streets (T'H 101 and Lyman Boulevard) that will include a stop at the subject development in future Although the convenience retail will generate a few passby trips, these trips would be very low compared to the total trip generation for the site. Therefore, no reduction was applied for passby trips for the proposed development. Table 1 shows the trip generation estimates. Table 1 Weekday Peak Hour Trip Generation Land Use Size Units A.M. Peak Hour P.M. Peak Hour Park/Ride 800 Spaces 637 494 Daycare 8,000 SF 102 106 Convenience Retail 8,000 SF 51 51 Housing 48 DU 27 44 GROSS TOTAL 817 695 NET TOTAL' 776 660 -Net total trips am calculated by reducing the gross total trips by five percenL TRIP DISTRIBUTION AND ASSIGNMENT Trip distribution percentages for the proposed development were established based on discussions with City and Southwest Metro Transit staff regarding market areas for the various types of uses. It is expected that traffic patterns for the various proposed uses will be different. Therefore, separate distribution percentages were developed for the different uses. These percentages are presented in Figures 2, 3, and 4. Development trips were assigned to the surrounding roadway network using the distribution percentages presented in Figures 2, 3, and 4. This trip assignment resulted in development traffic volumes at the subject intersections. Traffic Study for Proposed 4- May 2004 Transit -Oriented Facility in Chanhassen SOUTHWEST TRAFFIC STUDY FOR FIGURE 2 METRO TRANSIT PROPOSED TRANSIT- ORIENTED FACILITY TRIP DISTRIBUTION �BENSHOOFBASSOCIATES,INC. IN CHANHASSEN FOR PARK/RIDE TRANSPORTATION ENGINEERS ANO PLANNERS SOUTHWEST TRAFFIC STUDY FOR FIGURE 3 METRO TRANSIT PROPOSED TRANSIT - ORIENTED FACILITY TRIP DISTRIBUTION FBENSHOOF&ASSOCIATES,INC. IN CHANHASSEN FOR RETAIUDAYCARE TRANSPORTATION ENGINEEflSANO PLANNERS SOUTHWEST TRAFFIC STUDY FOR FIGURE 4 METRO TRANSIT PROPOSED TRANSIT ORIENTED FACILITY TRIP DISTRIBUTION �BENSHOOF & ASSOCIATES, INC. IN CHANHASSEN FOR RESIDENTIAL TRANSPORTATION ENGINEERS AND PLANNERS TRAFFIC VOLUMES As described earlier, traffic forecasts and analyses were completed for one year after full completion of the proposed development, i.e. 2011. To develop background traffic volume projections for 2011 at the subject intersections, Mn/DOT's projections presented in "TH 212 Design -Build Preliminary Engineering Design," September 2003 were obtained. This document presents 2007 and 2025 traffic volume projections at the subject intersections. Using these projections and existing daily volumes in the 2002 Mn/DOT flow maps, a.m. and p.m. peak hour background volumes for 2011 were extrapolated. Development volumes established earlier were added to the 2011 background (2011 no -build) volumes to determine 2011 build volumes. A.M. and p.m. peak hour volumes for the 2011 no -build and the 2011 build conditions at the subject intersections are presented in Figures 5 and 6. In addition to volume projections at the subject intersections, Figures 5 and 6 show two-way volumes on Lyman Boulevard between TH 101 and the proposed access and east of the proposed access. Traffic Study for Proposed -8- May 2004 Transit -Oriented Facility in Chanhassen OD O N f W D: D LL r 10/10 10//0 109/139 TH 312 NORTH RAMPS N NOT TO SCALE 10/10 10/10 11/11 �N_C M CD O M O N 14 112/112 11/240 TH 312 SOUTH RAMPS T (� 2011 NO -BUILD I m 2011 BUILD m� I I I I O N In xxtxX N U1 N O N �. t--/125 R-IN/R-OUT Tr N Lo Co co 12R N W O L U Co Q Z Z_ N J 7 a O N mlL� t-40/43 Cp L=L. On r 139168 n 0 40/83 m -/28 m r-rc%) 14/4122 _1/1 c� �i y LYMAN BLVD. f— 119/119 391 /423T -/276 - f 2/3 "IT F+ 40/93 238/238 —> 227/235 —j 67/67--1 OT . � 9/11 N -1; �r� _ �v� 9 W O LL W E H E 7 y SOUTHWEST TRAFFIC STUDY FOR FIGURE 5 METRO TRANSIT PROPOSED TRANSIT - ORIENTED FACILITY WEEKDAY A.M. �BENSHOOF&ASSOCIATES,INC. IN CHANHASSEN PEAK HOUR VOLUMES TRANSPORTATION ENGINEERSAND PLANNERS to cli N- O N T' EJ W CC - DO � ~ 22/22 10/10 358/380 TH 312 NORTH RAMPS N NOT TO SCALE 10/10 10/10 10/10 0em100D o�� rcoo cgi n w m, 82/82 �T 10/72 TH 312 y SOUTH RAMPS 1 n Lo 0)2011 2011 NO -BUILD BUILD CD (D v C rn -/268 R-IN/R-OUT TF* �rn � C� w v n < z n � _ r Q� e 39(42 LLh c\j C O N C 2/2 J 14 40/107 � 198/290 � 4 I= -2/787/277 I j I E— 263/267 � 10/10 v LYMAN BLVD. 329/338--15/6 —T 5/6 T I 50/70 ) 166/166 140/157 —� 152/152 74 c_2 21/25 vim � d ro � � 0 9 W O LL 2 W F � V) SOUTHWEST LPROPOSED UDY FOR FIGURE 6 METRO TRANSIT TRANSIT - FACILITY WEEKDAY P.M. �BENSHOOF&ASSOCIATES,INC. ASSEN PEAK HOUR VOLUMES TRANSPORTATION ENGINEERSAND PLANNEPSJ�w TO TRAFFIC OBJECTIVES IMPACTS AT SUBJECT INTERSECTIONS (OBJECTIVE A) To determine traffic impacts of the proposed development at the subject intersections, capacity analyses were completed using the Synchro 6 analysis software. These analyses were completed for the 2011 no -build and build conditions during both the a.m. and the p.m. peak hour volumes using the planned future geometries and traffic controls presented earlier. For analysis purposes, exclusive lanes were used for all tum movements at the site access intersections, and stop control was used on the driveway approaches. At the Lyman Boulevard/Summerfield Drive intersection, existing geometries and traffic control, which include one lane on all approaches and stop signs on the north and the south approaches, were used. Capacity analysis results are presented in terms of level of service (LOS), which ranges from A to F. LOS A represents the best intersection operation, with very little delay for each vehicle using the intersection. LOS F represents the worst intersection operation with excessive delay. The following is a detailed description of what each level of service means: • Level of service A corresponds to a free flow condition with motorists virtually unaffected by the intersection control mechanism. For a signalized or an unsignahzed intersection, the average delay per vehicle would be approximately 10 seconds or less. • Level of service B represents stable flow with a high degree of freedom, but with some influence from the intersection control device and the traffic volumes. For a signalized intersection, the average delay ranges from 10 to 20 seconds. An unsignalized intersection would have delays ranging from 10 to 15 seconds for this level. • Level of service C depicts a restricted flow which remains stable, but with significant influence from the intersection control device and the traffic volumes. The general level of comfort and convenience changes noticeably at this level. The delay ranges from 20 to 35 seconds for a signalized intersection and from 15 to 25 seconds for an unsignalized intersection at this level. • Level of service D corresponds to high-density flow in which speed and freedom are significantly restricted. Though traffic flow remains stable, reductions in comfort and convenience are experienced. The control delay for this level is 35 to 55 seconds for a signalized intersection and 25 to 35 seconds for an unsignalized intersection. For most agencies in the Twin Cities area, level of service D represents the minimal acceptable level of service for regular daily operations. Level of service E represents unstable flow of traffic at or near the capacity of the intersection with poor levels of comfort and convenience. The delay ranges from 55 to 80 seconds for a signalized intersection and from 35 to 50 seconds for an unsignalized intersection at this level. Level of service F represents forced flow in which the volume of traffic approaching the intersection exceeds the volume that can be served. Characteristics often experienced include: long queues, stop -and -go waves, poor travel times, low comfort and convenience, and increased accident exposure. Delays over 80 seconds for a signalized Traffic Study for Proposed -11- May 2004 Transit -Oriented Facility in Chanhassen intersection and over 50 seconds for an unsignalized intersection correspond to this level of service. Most agencies in Minnesota consider that LOS D represents the minimal acceptable LOS for normal peak traffic conditions. Results of the capacity analyses are presented in Figures 7 and 8 for the a.m. and the p.m. peak hours, respectively. As shown in these figures, all movements at all the subject intersections will operate at LOS D or better for both the 2011 no -build and the 2011 build conditions during both the a.m. and the p.m. peak hours. Therefore, no mitigation measures are necessary in terms of LOS at the subject intersections. IMPACTS ON LYMAN BOULEVARD EAST OF TH 101 (OBJECTIVE B) In addition to capacity analyses at the subject intersections, this traffic study examined impacts of the proposed development on Lyman Boulevard east of TH 101. As shown in Figure 5, the two- way a.m. peak hour volume on Lyman Boulevard between TH 101 and the proposed access for the 2011 no -build and build conditions is 357 vehicles and 708 vehicles, respectively. This represents an increase of 351 vehicles in traffic volume on Lyman Boulevard west of the proposed access. However, east of the proposed access, the a.m. peak hour volume for the 2011 build condition is 396 vehicles, which is only 39 vehicles (11 percent) more than the 2011 no - build volume of 357 vehicles. Similarly, with the proposed development, the change in the two- way p.m. peak hour volume on Lyman Boulevard east of the proposed access is only 30 vehicles (7 percent) more than the 2011 no -build volume of 443 vehicles. Although the proposed development would cause a significant increase in traffic volumes on Lyman Boulevard west of the proposed access, there would only be a small increase (11 percent during the a.m. peak hour and 7 percent during the p.m. peak hour) in traffic volumes on Lyman Boulevard east of the proposed access. Since all homes along Lyman Boulevard are accessed east of the proposed access, where there would only be a small increase in traffic volumes, the proposed development would not cause any significant negative impacts on these homes. Traffic Study for Proposed -12- May 2004 Transit -Oriented Facility in Chanhassen aao W 2 r LL H B/8 /C D/D D/D TH 312 NORTH RAMPS N NOT TO SCALE D/D� C/C c/c Baa ¢U aU A/A �T DJD TH 312 SOUTH y RAMPS I ¢¢ as 2011 NO -BUILD I I 2011 IXX/XXI BUILD a .� -/B R-IN/R-OUT T f�' as w W U o ¢ Q Z LL 0 am0 B/B ¢U aa3 A/A D/D D/D I t- /A ,l, NA WA LYMAN BD.' LV D/D- �1 T -/A /A A/A A/A A/A 0 0¢ a�a A/A m m m mmm a 9 _ w LL O w 2 i h SOUTHWEST TRAFFIC STUDY FOR FIGURE 7 METRO TRANSIT PROPOSED TRANSIT ORIENTED FACILITY WEEKDAY A.M. wBENSHOOF&ASSOCIATES,INC. IN CHANHASSEN PEAK HOUR LEVELS OF SERVICE TRANSPORTATION ENGINEERSAND PLANNERS a a W 2� =)o Sr A/A /c C/C TH 312 NORTH RAMPS N NOT TO SCALE D/D C/C C/C� ❑¢Q ama QU a A/A C/C TH 312 SOUTH y RAMPS QQ as 2011 NO -BUILD 2011 I F XX/)O( BUILD Q a �. -/B R-IN/R-OUT as w W Ucc o Q Z LL o acn ma �B/B ML)mmm A/A �� C/C C/C -/A A/A A/A LYMAN BLVD. <--A/A E1 T F' C/C A%q A/A A/A DUQ 01 Cl) A/A mmm mmm 0 9 W _ O LL Q W F i � N SOUTHWEST TRAFFIC STUDY FOR FIGURE 8 METRO TRANSIT PROPOSED TRANSIT ORIENTED FACILITY WEEKDAY P.M. �BENSHOOF&ASSOCIATES,INC. IN CHANHASSEN PEAK HOUR iflANSPOflTATIONENGiNEERSANOPUNNERS LEVELS OF SERVICE ACCESS PLAN (OBJECTIVE C) To provide adequate operations within and around the proposed site, a recommended access plan was developed. The following items were considered in developing an access plan that would best meet the needs of development users and other motorists using the surrounding roadway network: • Traffic volumes on Lyman Boulevard and TH 101 upon completion of the proposed development. • Stacking space to adequately accommodate the 95b percentile queues at the access intersections and at the TH 101 intersections with Lyman Boulevard and TH 312 south ramps. • City's requirement of a 100 -foot buffer between the full access on Lyman Boulevard and the adjacent property(s) to the east. • Mn/DOT guidelines for tum lane lengths. The recommended access plan is shown in Figure 9. Principal features of the access plan include location and geometrics for the right tum access on TH 101 and the fiill access on Lyman Boulevard. As indicated in Figure 9, the right tum access can be provided anywhere between the two locations shown. These locations represent a 75 -foot "window" in which the right tum access can be provided without reducing the tum lane lengths for the northbound right turns on TH 101 at the right tum access and at the TH 312 south ramps below the minimum lengths that are needed to adequately serve these movements. Traffic Study for Proposed -15- May 2004 Transit -Oriented Facility in Chanhassen m NP. ®nu ... GC/Y AUCRInCn Q" ITMcouuneT I nnennN N t APPROXIMA1L SCALE 0 Iso TRI 32' Rl " RECOMMENDED NORTHERNMOST LOCATION FOR RIGHT TURN ACCESS ON TH 101 I � I>r V I I�1'IIL � ��III NOTE: THE RIGHT TURN ACCESS ON TH 101 CAN BE PROVIDED AT ONE OF THE TWO LOCATIONS SHOWN ABOVE OR ANYWHERE IN BETWEEN THESE TWO LOCATIONS. SOUTHWEST METRO TRANSIT BENSHOOF &ASSOCIATES, INC. TRANSPORTATION ENOINEEFS AND FupNc RS TRAFFIC STUDY FOR PROPOSED TRANSIT -ORIENTED FACILITY IN CHANHASSEN FIGURE 9 RECOMMENDED ACCESS PLAN 1 PROPOSED SITE an Biv JE al soo(\ Ar -4 1 1 1 1 1 I1 1 i i 1 1 1 1 1 1 . Nel I �1 ssaaav HV3 ■ ■ ■ IN211VIAOM SIlS Wd � I 17-� \,</ V_ O qr- CONCEPT PLAN DIAGRAM �--��-'� Transit Station Parking Deck 800 cars max. 100' Buffer Commercial/Retail 16,000 sq. ft. Housing 16 units/acre max. Enhanced Landscaping D en liry SITE PLAN A r__ V, Y, iy VIEW WEST THROUGH SITE VIEW FROM THE SOUTH- BUFFER SITE ACCESS: BUSES ■■■■ SOUTHBOUND ■■■■) NORTHBOUND SITE LYMAN BLVD June 24, 2004 Mrs. Brigid Gombold Senior Transportation Planner Minnesota Department of Transportation Metropolitan Division Waters Edge 1500 West County Road B2 Roseville, MN 55133 SOUTHWEST METRO TRANSIT 13500 TidoologP Drive Edea Prairie, Mineola 55344 RECEIVE® JUN 2 8 2004 CITY OF CHANHASSEN RE: SE Quad of New TH 212 and TH 101 Right-in/Right-out along TH 101 Dear Ms. Gombold: PHONE: 95Z.9491DUS (281) FAX: 952.974.7997 EMAIL: astservBswmasiurg WEBSITE: www.swtraosit.org Attached you will find both the Traffic Study completed by Benshoof and Associates, Inc. and a supplement to the study which specifically addresses concerns you outlined in a letter sent to Sharmeen A] -Jai , dated June 1, 2004. In the letter you stated that allowing cars the opportunity to tum right onto TH 101 from the proposed transit oriented development would be a safety and capacity problem. You may be aware that Southwest Metro Transit is in the process of putting together plans for a transit oriented development (TOD) at the proposed site. As part of this process, Southwest Metro undertook a consensus -driven decision-making approach which included holding three public meetings, as well as completing numerous studies related to environmental impacts, property value impact, and the traffic impacts related to the additional automobile and bus traffic that would be generated in the study area. The traffic study was completed by Benshoof and Associates, a transportation planning and engineering firm based in the Twin Cities. As documented by the study findings, we do not feel the right turn movements from the proposed site onto TH 101 will cause traffic and/or safety issues. It should be noted that this issue had been previously discussed, and ultimately agreed upon by the Mn/DOT staff involved with the design build of new TH 212, prior to the second public meeting, and approval earlier this month by the Chanhassen Planning Commission. As previously indicated, Southwest Metro Transit is in the process of putting together plans for a transit oriented development (TOD) at the proposed site. TOD's combine easy access to public transit with compact, mixed use development that includes both commercial and residential components. For a TOD to be successful, a number of critical elements must exists including having a visibleldesirable location, population to support both transit and the adjacent development, pedestrian connectivity, ample/shared parking, and access into and out of the site. r Letter to Brigid Gombold June 24, 2002 Page 2 TOD's have been supported and encouraged by many transportation, environmental, land -use, and housing organizations, and have been financially supported by both the Federal Highway and Transit Administration. Besides the seven member Southwest Metro Transit Commission, the proposed TOD at TH 212 and TH 101 has been supported by the City of Chanhassen, the Metropolitan Council, the Transportation Advisory Board, representatives from the Carver County Board of Commissioners, and representatives from the State Legislator. There are numerous reasons why the TH 212/TH 101 site is such a prime location for a TOD, as well as what benefits would be derived from a TOD at this location. While I understand the merit and benefit of this project is not the root of the concerns expressed in your letter sent to Ms. Al- Jaff, I would be happy to discuss and provide documentation on both of these with you if necessary. The bottom line is, for this TOD site to function properly, as well as be supported by the existing neighborhood and City of Chanhassen, a right-in/right-out for automobiles off of TH 101 is not only desirable, but a necessity. Southwest Metro Transit has worked cooperatively with Mn/DOT in the past developing the SW Station TOD in Eden Prairie, and we feel confident that we can collectively resolve any issues that may come up in the future. Len Simich Executive Director CC: Craig Peterson, SMTC Chair & City of Chanhassen Council Roger Gustafson, Carver County Engineer Paul Oehme, City of Chanhassen Kate Aanenson, City of Chanhassen Sharmeen Al-Jaff, City of Chanhassen Justin Miller, City of Chanhassen Lisa Freese, Mn/DOT Lynn Clarkowski, Mn/DOT Jon Chiglo, Mn/DOT Lars Impola, Mn/DOT Jim Benshoof, Benshoof and Associates Jim Lasher, LSA Design 5 BENSHOOF & ASSOCIATES, INC. TRANSPORTATION ENGINEERS AND PLANNERS 10417 EXCELSIOR BOULEVARD, SUITE TWO/ HOPKINS. MN 55343 / (952) 238-1667 /FAX (952) 238-1671 June 23, 2004 Refer to File: 04-12 MEMORANDUM TO: Len Simich, Southwest Metro Transit FROM: James A. Bensho`anJd Aravind Gottemuld8h RE: Supplement to Our Traffic Study Report Dated May 2004 for Proposed Transit - Oriented Facility in Chanhassen PURPOSE This memorandum is a supplement to our traffic study report dated May 2004 that was completed for Southwest Metro Transit's proposed transit -oriented facility in Chanhassen. The purpose of this memorandum is to address traffic concerns raised by Mn/DOT staff. These concerns are presented in a letter from Brigid Gombold of Mn/DOT to Sharmeen Al-Jaff of the City of Chanhassen dated June 1, 2004. The following are the traffic -related comments presented in this letter: "Allowing cars to tum right -out onto TH 101 from this site would be a safety and capacity concern for several reasons. Northbound TH 101 to eastbound TH 212 is anticipated to be a high movement. Lyman Boulevard is located very close to the south ramps. In addition, there will be a short weaving area for vehicles to maneuver over two through lanes to the left tum lane at the south ramp intersection when the west side of TH 101 is developed. Compounding this area with a right out from the park and ride will increase the operational and safety problems this area will experience. Due to these problems, the right out onto TH 101 should be limited to bus traffic only." To address the above concerns, we completed additional review and analyses, which are presented next. ADDITIONAL REVIEW AND ANALYSES To effectively address Mn/DOT's concerns, we completed additional review and analysis of the following three factors: - • Traffic volume that would tum right tum out onto TH 101 from the proposed right tum access and then left at the TH 101/TH 312 south ramps intersection after addition of a west leg to this intersection. • Level of service for right tum out movements at the proposed right tum access • Northbound right tum queue at the TH 101/TH 312 south ramps intersection 4 Mr. Len Simich -2- June 23, 2004 We understand that a new roadway likely will be constructed on the west side of TH 101 opposite the TH 312 south ramps, when development occurs on this property. This new roadway likely will extend to the southwest from the TH 101/TH 312 south ramps intersection to Lyman Boulevard. If a right in/out access is provided on northbound TH 101 for the transit -oriented development, likelihood exists that some motorists will tum right out of the development and then tum left from northbound TH 101 to the west on the new road. Based on the trip distribution percentages presented in our traffic report, only a few motorists are expected to follow this route. To be conservative, we estimated that about 1/3rd of all exiting traffic destined to the west on Lyman Boulevard would use the new roadway, which translates to about 10 vehicles during the a.m. peak hour and 20 vehicles during the p.m. peak hour. Although these volume estimates are conservatively high in comparison to the total development traffic exiting to the west on Lyman Boulevard, they are low compared to the northbound through volumes on TH 101. As indicated in our traffic report, the right tum out movements at the proposed right tum access will experience level of service (LOS) B for both the a.m. and the p.m. peak hours with the proposed development. With this high LOS, it is highly unlikely that an exiting motorist would tum right onto TH 101 without a sufficient and a safe gap in northbound through traffic. A right tum out motorist destined to tum left onto the new roadway likely will wait for gaps in both through lanes, execute the right tum movement and then maneuver quickly into the left through lane. Such a maneuver will not involve weaving on TH 101. In addition to the above review, we completed further analyses at the TH 101/TH 312 south ramps intersection with the west leg in place. To model for the west leg, the proportion of green time for northbound movements was reduced. The projected post -development volume for northbound right turns at this intersection are 587 vehicles and 495 vehicles during the a.m. and the p.m. peak hours, respectively. With these volumes and a west leg at the TH 1011TH 312 south ramps intersection, the 95"' percentile queuing for northbound right turns will be about 100 feet and 140 feet during the a.m. and the p.m. peak hours, respectively. With optimal signal phasing splits in Synchro, the northbound right tum movements will receive sufficient green time and right tum on red opportunities to prevent long queues. These queue lengths are well within the stacking length shown in our recommended access plan of 300 to 352 feet. CONCLUSIONS Considering the findings previously presented, we have determined that the right tum out from the transit -oriented development to the north on TH 101 will not cause traffic problems for the following three reasons: a) The volume of motorists who would tum right onto TH 101 and then left onto the new roadway west of TH 101 will be very low. b) The right turn movements onto northbound TH 101 will operate at a high level of service (LOS B during both the am. and p.m. peak hours). c) The right tum lane on northbound TH 101 to eastbound TH 312 will provide more than enough queuing capacity to accommodate the projected volumes for this movement. TRAFFIC STUDY FOR PROPOSED TRANSIT -ORIENTED FACILITY IN CITY OF CHANHASSEN Prepared for: SOUTHWEST METRO TRANSIT Prepared by: BENSHOOF & ASSOCIATES, INC. May 2004 CONTENTS Page LIST OF FIGURES ii SUMMARY ii PURPOSE AND BACKGROUND Proposed Development Characteristics ............................................. 1 EXISTING CONDITIONS AND PLANNED FUTURE ROADWAY CHANGES.......................................................... 3 TRAFFIC FORECASTS TripGeneration........................................................................ 4 Trip Distribution and Assignment .................................................. 4 Traffic Volumes 8 RESPONSES TO TRAFFIC OBJECTIVES Impacts at Subject Intersections (Objective A) .................................... 11 Impacts on Lyman Boulevard East of TH 101 (Objective B) ................... 12 Recommended Access Plan (Objective C) ....................................... 15 Traffic Study for Proposed i- May Transit -Oriented Facility in Chanhassen LIST OF FIGURES Figure Page 1 PROJECT LOCATION.......................................................... 2 2 TRIP DISTRIBUTION FOR PARK/RIDE................................... 5 3 TRIP DISTRIBUTION FOR RETAIL/DAYCARE ......................... 6 4 TRIP DISTRIBUTION FOR RESIDENTIAL ............................... 7 5 WEEKDAY A.M. PEAK HOUR VOLUMES .............................. 9 6 WEEKDAY P.M. PEAK HOUR VOLUMES ............................... 10 7 WEEKDAY A.M. PEAK HOUR LEVELS OF SERVICE ................. 13 8 WEEKDAY P.M. PEAK HOUR LEVELS OF SERVICE ................. 14 9 RECOMMENDED ACCESS PLAN .......................................... 16 Traffic Study for Proposed ii- May 2004 Transit -Oriented Facility in Chanhassen Benshoof & Associates, Inc. completed a traffic study for the Southwest Metro Transit's proposed transit -oriented facility in Chanhassen. This study is to determine impacts of this development on the surrounding roadways. Based on discussions with City, Mn/DOT, and Southwest Metro staff, the following are the three principal objectives of this traffic study: A) Examine traffic impacts of the proposed development at the following intersections during the weekday a.m. and the p.m. peak hours: • TH 10lfM 312 north ramps • TH IOVIII 312 south ramps • TH 101/proposed right tum access • TH 101/Lyman Boulevard • Lyman Boulevard/proposed full access • Lyman Boulevard/Summerfield Drive B) Examine impacts of the proposed development on Lyman Boulevard east of TH 101 for the weekday a.m. and the p.m. peak hours. C) Develop a recommended access plan for the proposed development. Traffic forecasts and analyses were completed for the 2011 no -build and the 2011 build conditions during both the a.m. and the p.m. peak hours. Results from the traffic analyses indicated that the proposed development will not cause any significant negative impacts at the subject intersections and on Lyman Boulevard east of TH 101. A recommended access plan was developed that would best meet the needs for the proposed development users and other motorists using the surrounding roadway network. Traffic Study for Proposed iii- May 2004 Transit -Oriented Facility in Chanhassen PURPOSE AND BACKGROUND The purpose of this report is to present the results of the traffic study completed for the proposed transit -oriented facility in the City of Chanhassen. The site for this facility is located north of Lyman Boulevard and east of the future realigned TH 101. Figure 1 shows the location of the proposed site. Based on discussions with City, Mn/DOT, and Southwest Metro staff, the following are the three principal objectives of this traffic study: A) Examine traffic impacts of the proposed development at the following intersections during the weekday a.m. and the p.m. peak hours: • TH 1011TH 312 north ramps • TH 1011TH 312 south ramps • TH 101/proposed right tum access • TH 101/Lyman Boulevard • Lyman Boulevard/proposed full access • Lyman Boulevard/Summerfield Drive B) Examine impacts of the proposed development on Lyman Boulevard east of TH 101 for the weekday a.m. and the p.m. peak hours. C) Develop a recommended access plan for the proposed development. PROPOSED DEVELOPMENT CHARACTERISTICS The proposed development was initially envisioned to consist of a park/ride facility and other supporting uses such as convenience retail and residential. Based on discussions among neighbors, Southwest Metro Transit, City, and Benshoof & Associates staff, a preferred development concept was developed. This concept was principally based on needs for the area, benefits of multi -use developments, and trip generating characteristics of the various possible uses. The following are the characteristics of the preferred development concept (referred to as proposed development elsewhere in the report), which were used in this traffic study: • Park/ride - 800 parking spaces • Daycare - 8,000 SF (square feet) • Convenience retail - 8,000 SF • Housing - 48 dwelling units The proposed site will be served by a total of three access points — a right turn access on TH 101, a full access on Lyman Boulevard, and a "buses only" access on the TH 312 south ramps. The proposed development is expected to be complete by 2010. Consistent with normal practice, traffic analysis were completed for one year after full completion of the development, i.e. 2011. Traffic Study for Proposed 1- May 2004 Transit -Oriented Facility in Chanhassen -111 r - SOUTHWEST TRAFFIC STUDY FOR FIGURE 1 METRO TRANSIT PROPOSED TRANSIT ORIENTED FACILITY PROJECT LOCATION �BENSHOOF&ASSOCIATES,INC. IN CHANHASSEN TRANSPORTATION ENGINEERSANO PLANNERS EXISTING CONDITIONS AND PLANNED FUTURE ROADWAY CHANGES The proposed site presently is undeveloped. South of the proposed site is Lyman Boulevard, a two-lane City street with a posted speed limit of 35 mph. Lyman Boulevard west of TH 101 is a County roadway. As shown in Figure 1, TH 101 is a north -south roadway with an offset at Lyman Boulevard. The Minnesota Department of Transportation (Mn/DOT) currently has plans to realign the north leg (north of Lyman Boulevard) of TH 101 to remove the offset at Lyman Bouelvard. This change will create a four -legged TH 101/Lyman Boulevard intersection. Mn/DOT plans to construct TH 312 in the next few years. With the new TH 312, an interchange will be built at TH 101. This interchange will create two ramp intersections on TH 101 north of the site. These planned future changes will result in the following geometrics and traffic controls at intersections on TH 101: TH 101/TH312 north ramps. This intersection will provide one eastbound left tum lane and one shared througb/right turn lane on the west approach, two left tum lanes, one through lane, and one right tum lane on the east approach, and one left tum lane, two through lanes, and one right turn lane on the north and the south approaches. Traffic signal control will be provided at this intersection. TH 101/771312 south ramps. This intersection will provide one left turn lane and one right turn lane on the east approach, one left turn lane and two through lanes on the north approach, and one right turn lane and two through lanes on the south approach. Traffic signal control will be provided at this intersection. TH 101/Lyman Boulevard. This intersection will provide one eastbound left tum lane, one through lane, and one right tum lane on the east and the west approaches and one left tum lane, two through lanes, and one right turn lane on the north and the south approaches. Traffic signal control will be provided at this intersection. Geometrics and traffic controls at the subject site access intersections were established through traffic analyses and are presented later in this report. Traffic Study for Proposed -3- May 2004 Transit -Oriented Facility in Chanhassen TRAFFIC FORECASTS TRIP GENERATION Trip generation estimates for all proposed uses were developed based on data presented in the Institute of Transportation Engineers' (ITE) Trip Generation, Seventh Edition, 2003. Trips resulting from this process are called gross trips. Due to the mixed-use nature of the proposed development, a significant portion of the development trips are expected to occur internal to the site (e.g., a trip between residential and day care uses). Based on ITE data and experience on other similar projects, a five percent reduction was applied to gross trips to determine net development trips that will use the surrounding roadway network. Trips for retail uses normally are classified into the following two trip types: • New Trips — Trips solely to and from the subject development • Pass -By Trips —Existing "through" trips on adjacent streets (TH 101 and Lyman Boulevard) that will include a stop at the subject development in future Although the convenience retail will generate a few passby trips, these trips would be very low compared to the total trip generation for the site. Therefore, no reduction was applied for passby trips for the proposed development. Table 1 shows the trip generation estimates. Table 1 Weekday Peak Hour Trip Generation Land Use Size Units A.M. Peak Hour P.M. Peak Hour Park/Ride 800 Spaces 637 494 Daycare 8,000 SF 102 106 Convenience Retail 8,000 SF 51 51 Housing 48 DU 27 44 GROSS TOTAL I - 817 695 NET TOTAL' _ 776 660 IT _.....o.wiaw uY Twucmg the gruss W1a1 trips •y r ve percent. TRIP DISTRIBUTION AND ASSIGNMENT Trip distribution percentages for the proposed development were established based on discussions with City and Southwest Metro Transit staff regarding market areas for the various types of uses. It is expected that traffic patterns for the various proposed uses will be different. Therefore, separate distribution percentages were developed for the different uses. These percentages are presented in Figures 2, 3, and 4. Development trips were assigned to the surrounding roadway network using the distribution Percentages presented in Figures 2, 3, and 4. This trip assignment resulted in development traffic volumes at the subject intersections. Traffic Study for Proposed 4- May 2004 Transit -Oriented Facility in Chanhassen SOUTHWEST TRAFFIC STUDY FOR FIGURE 2 METRO TRANSIT PROPOSED TRANSIT - ORIENTED FACILITY TRIP DISTRIBUTION LBENSHOOF&ASSOCIATES, INC. IN CHANHASSEN FOR PARK/RIDE TRANSPORTATION ENG INE ERS AND PLANNERS SOUTHWEST TRAFFIC STUDY FOR FIGURE 3 METRO TRANSIT PROPOSED TRANSIT - ORIENTED FACILITY TRIP DISTRIBUTION LBENSHOOF&ASSOCIATES, INC. IN CHANHASSEN FOR RETAIUDAYCARE THANSPOflTAT1ONENal EEPSANOPLANNEPS SOUTHWEST TRAFFIC STUDY FORFIGURE 4 METRO TRANSIT PROPOSED TRANSIT- ORIENTED FACILITY TRIP DISTRIBUTION WBENSHOOF&ASSOCIATES, INC. INCHANHASSEN FOR RESIDENTIAL TRANSPORTATION ENGINEERS ANO PLANNERS TRAFFIC VOLUMES As described earlier, traffic forecasts and analyses were completed for one year after full completion of the proposed development, i.e. 2011. To develop background traffic volume projections for 2011 at the subject intersections, Mn/DOT's projections presented in "TH 212 Design -Build Preliminary Engineering Design," September 2003 were obtained. This document presents 2007 and 2025 traffic volume projections at the subject intersections. Using these projections and existing daily volumes in the 2002 Mn/DOT flow maps, a.m. and p.m. peak hour background volumes for 2011 were extrapolated. Development volumes established earlier were added to the 2011 background (2011 no -build) volumes to determine 2011 build volumes. A.M. and p.m. peak hour volumes for the 2011 no -build and the 2011 build conditions at the subject intersections are presented in Figures 5 and 6. In addition to volume projections at the subject intersections, Figures 5 and 6 show two-way volumes on Lyman Boulevard between TH 101 and the proposed access and east of the proposed access. Traffic Study for Proposed 8- May 2004 Transit -Oriented Facility in Chanhassen m O N V � O W LL� o H r � LL H 10/10 10/10 109/139 �� TI'I 312 NORTH RAMPS N NOT TO SCALE 10/10--1 10/10 11/11 _ 00 o N C O � r r � r n 0 co Go Mo co N- L- 1121112 14 �— 11/240 TH 312 SOUTH RAMPS Tf 2011 NO -BUILD m LoI 2011 BUILD corn I I I N in )0(/)0( m N m O m NI y 4125 R-IN/R-OUT Tf in m m co 4 Co Lu U Q m U Q Z Z m J 5 ONf� m LL co N may 40/43 Cr 1/1 n i 0 J f— 39/68 � x/83 /28 o j � F 98/122 � 4/4 co LYMAN BLVD. `' `� 119/119 ` � 391/423 T r 1 -/276--1 2/3 __l I T r 40/93 238/238 227/235 67/67 a o m Clmi O 1n ¢ O r V N in u7 r a r 0 w O LL W w W SOUTHWEST TRAFFIC STUDY FOR FIGURE 5 METRO TRANSIT PROPOSED TRANSIT - ORIENTED FACILITY WEEKDAY A.M. �BENSHOOF&ASSOCIATES,INC. IN CHANHASSEN PEAK HOUR VOLUMES TRANSPORTATION ENGINEERSAND PLANNERS W Q r o N O N S W F o in N r 22/22 �� 10/10 3$8/380 TH 312 NOT TO SCALE NORTH RAMPS 10/10 10/10 10/10 OofO 0 oar rf00 r In N �eO MI `O o 82/82 �— 10/72 SOUTH RAMPS T 11 to 2011 NO-BUILD a I I 2011 BUILD Coco enc I I n N v XX= v C r 0 �— 4268 R-IN/R-OUT T� v rn Tn Lo cn C� U Q Lo U Z E Z J � (n N n07 LL c7 U (7 Nor N _r _ Lo 39/42 C co N N v _ '� 2/2 a 40/107 m � 7 am r E— 263/267 N LYMAN BLVD. y 198/290 -/8 10/10 <-- 277/2T7 329/338 T-/101 5/6 T I 50/70 166/166 140/157 152/152 21/25-1 TIzt T m vco ¢ r m rm r c') O w LL O Q W F j In LMETRSOUTHWEST TRAFFIC STUDY FOR FIGURE 6 TRANSIT PROPOSED TRANSIT - ORIENTED FACILITY WEEKDAY P.M. O ENSHOOF&ASSOCIATES, INC. IN CHANHASSEN PEAK HOUR VOLUMES ANSPOflTATION ENGINEERGANOPUNNERS RESPONSES TO TRAFFIC OBJECTIVES IMPACTS AT SUBJECT INTERSECTIONS (OBJECTIVE A) To determine traffic impacts of the proposed development at the subject intersections, capacity analyses were completed using the Synchro 6 analysis software. These analyses were completed for the 2011 no -build and build conditions during both the a.m. and the p.m. peak hour volumes using the planned future geometrics and traffic controls presented earlier. For analysis purposes, exclusive lanes were used for all tum movements at the site access intersections, and stop control was used on the driveway approaches. At the Lyman Boulevard/Summerfield Drive intersection, existing geometrics and traffic control, which include one lane on all approaches and stop signs on the north and the south approaches, were used. Capacity analysis results are presented in terms of level of service (LOS), which ranges from A to F. LOS A represents the best intersection operation, with very little delay for each vehicle using the intersection. LOS F represents the worst intersection operation with excessive delay. The following is a detailed description of what each level of service means: • Level of service A corresponds to a free flow condition with motorists virtually unaffected by the intersection control mechanism. For a signalized or an unsignalized intersection, the average delay per vehicle would be approximately 10 seconds or less. • Level of service B represents stable flow with a high degree of freedom, but with some influence from the intersection control device and the traffic volumes. For a signalized intersection, the average delay ranges from 10 to 20 seconds. An unsignalized intersection would have delays ranging from 10 to 15 seconds for this level. • Level of service C depicts a restricted flow which remains stable, but with significant influence from the intersection control device and the traffic volumes. The general level of comfort and convenience changes noticeably at this level. The delay ranges from 20 to 35 seconds for a signalized intersection and from 15 to 25 seconds for an unsignalized intersection at this level. • Level of service D corresponds to high-density flow in which speed and freedom are significantly restricted. Though traffic flow remains stable, reductions in comfort and convenience are experienced. The control delay for this level is 35 to 55 seconds for a signalized intersection and 25 to 35 seconds for an unsignalized intersection. For most agencies in the Twin Cities area, level of service D represents the minimal acceptable level of service for regular daily operations. Level of service E represents unstable flow of traffic at or near the capacity of the intersection with poor levels of comfort and convenience. The delay ranges from 55 to 80 seconds for a signalized intersection and from 35 to 50 seconds for an unsignalized intersection at this level. Level of service F represents forced flow in which the volume of traffic approaching the intersection exceeds the volume that can be served. Characteristics often experienced include: long queues, stop -and -go waves, poor travel times, low comfort and convenience, and increased accident exposure. Delays over 80 seconds for a signalized Traffic Study for Proposed 11- May 2004 Transit -Oriented Facility in Chanhassen intersection and over 50 seconds for an unsignalized intersection correspond to this level of service. Most agencies in Minnesota consider that LOS D represents the minimal acceptable LOS for normal peak traffic conditions. Results of the capacity analyses are presented in Figures 7 and 8 for the a.m. and the p.m. peak hours, respectively. As shown in these figures, all movements at all the subject intersections will operate at LOS D or better for both the 2011 no -build and the 2011 build conditions during both the a.m. and the p.m. peak hours. Therefore, no mitigation measures are necessary in terms of LOS at the subject intersections. IMPACTS ON LYMAN BOULEVARD EAST OF TH 101 (OBJECTIVE B) In addition to capacity analyses at the subject intersections, this traffic study examined impacts of the proposed development on Lyman Boulevard east of TH 101. As shown in Figure 5, the two- way a.m. peak hour volume on Lyman Boulevard between TH 101 and the proposed access for the 2011 no -build and build conditions is 357 vehicles and 708 vehicles, respectively. This represents an increase of 351 vehicles in traffic volume on Lyman Boulevard west of the proposed access. However, east of the proposed access, the a.m. peak hour volume for the 2011 build condition is 396 vehicles, which is only 39 vehicles (11 percent) more than the 2011 no - build volume of 357 vehicles. Similarly, with the proposed development, the change in the two- way p.m. peak hour volume on Lyman Boulevard east of the proposed access is only 30 vehicles (7 percent) more than the 2011 no -build volume of 443 vehicles. Although the proposed development would cause a significant increase in traffic volumes on Lyman Boulevard west of the proposed access, there would only be a small increase (11 percent during the a.m. peak hour and 7 percent during the p.m. peak hour) in traffic volumes on Lyman Boulevard east of the proposed access. Since all homes along Lyman Boulevard are accessed east of the proposed access, where there would only be a small increase in traffic volumes, the proposed development would not cause any significant negative impacts on these homes. Traffic Study for Proposed -12- May 2004 Transit -Oriented Facility in Chanhassen ¢¢� aaa Y L� W X, :3� U. BB C/C D/D TH 312 NORTH RAMPS N NOTTO SCALE D/D C/C CiC _, `a XM a� aI '- ASA IU D/D TH 312 SOUTH RAMPS T� ¢¢ as 2011 NO -BUILD FT 2011 )O(= BUILD ¢ aI y -B R-IN/R-OUT Tf as co W o U Q Q Z Z J Q �nu dmlU_ �BB ¢UW Gala- LA/A 14 DB � � � � � A/A � `� LYMAN BLVD. �A/A A/A� oo¢ spa A/A-q mmm 0 0 J W O_ LL Q W S � 7 SOUTHWFFIC STUDY FOR FIGURE 7 METRO TRPOSED TRANSIT IENTED FACILITY WEEKDAY A.M. IWBENSHOOF&AS'= N CHANHASSEN PEAK HOUR LEVELS OF SERVICE TRANSPORTATION ENG alal� I W Q� o MIX LL I-- L_ A/A I � C/C TH 312 NORTH RAMPS N NOT TO SCALE D/D C/C C/C o a ama 3 U JA C/C TH 312 SOUTH RAMPS Tf as 2S„ F—F )o(/xx B011 UIBDUILD a --B R-IN/R-0UT Tf as �' W o U Ir a Z Z J � a a m B/B LL mI mmm L A/A IU- C C IV 1 A/A LYMAN `� �i BLVD. E <--)VAj �1 T f Cc/c/C A/AA A/A A/A DU¢ ama A/A �lnm mmm a 0 0 J W O LL Q W H D Ln SOUTHWEST TRAFFIC STUDY FOR FIGURE 8 METRO TRANSIT PROPOSED TRANSIT - ORIENTED FACILITY WEEKDAY P.M. �BENSHOOF&ASSOCIATES, INC. IN CHANHASSEN PEAK HOUR LEVELS OF SERVICE TRANSPORTATION ENGINEERSANO PLANNERS RECOMMENDED ACCESS PLAN (OBJECTIVE C) To provide adequate operations within and around the proposed site, a recommended access plan was developed. The following items were considered in developing an access plan that would best meet the needs of development users and other motorists using the surrounding roadway network: • Traffic volumes on Lyman Boulevard and TH 101 upon completion of the proposed development. • Stacking space to adequately accommodate the 95`h percentile queues at the access intersections and at the TH 101 intersections with Lyman Boulevard and TH 312 south ramps. • City's requirement of a 100 -foot buffer between the full access on Lyman Boulevard and the adjacent property(s) to the east. • Mn/DOT guidelines for turn lane lengths. The recommended access plan is shown in Figure 9. Principal features of the access plan include location and geometrics for the right tum access on TH 101 and the full access on Lyman Boulevard. As indicated in Figure 9, the right turn access can be provided anywhere between the two locations shown. These locations represent a 75 -foot "window" in which the right turn access can be provided without reducing the turn lane lengths for the northbound right turns on TH 101 at the right tum access and at the TH 312 south ramps below the minimum lengths that are needed to adequately serve these movements. Traffic Study for Proposed -15- May 2004 Transit -Oriented Facility in Chanhassen TH S1Z MTH RAMPS RECOMMENDED SOUTHERNMOST LOCATION FOR RIGHT TURN ACCESS ON TH 101 I I I I ri. I 1 I I I I I I Er I I I I N t MPRO%I"TE SCALE O 150. I 1 I I TH SLE SOUTH SAWS RECOMMENDED NORTHERNMOST LOCATION FOR RIGHT TURN ACCESS ON TH 101 I I I I >oa I I I I I am PS' NOTE: THE RIGHT TURN ACCESS ON TH 101 CAN BE PROVIDED ATONE OF THE TWO LOCATIONS SHOWN ABOVE OR ANYWHERE IN BETWEEN THESE TWO LOCATIONS. SOUTHWEST METRO TRANSIT BENSHOOF & ASSOCIATES, INC. TRAR YPonuTI ON ENO IN EERS AND PLANNERS TRAFFIC STUDY FOR PROPOSEDI I FIGURE 9 TRANSIT -ORIENTED FACILITY RECOMMENDED ACCESS PLAN IN CHANHASSEN SOUTHWEST METRO TRANSIT 13500 Technology kiyl Hin Prairie, Minnesota 55344 June 24, 2004 Mrs. Brigid Gombold Senior Transportation Planner Minnesota Department of Transportation Metropolitan Division Waters Edge 1500 West County Road B2 Roseville, MN 55133 RE: SE Quad of New TH 212 and TH 101 Right-in/Right-out along TH 101 Dear Ms. Gombold: PHONE: 952.949.2005 (2287) FAR: 952.974.7997 EMAIL: ivststry@swiransit.org WEBSITE: M-SWInnsit.org Attached you will find both the Traffic Study completed by Benshoof and Associates, Inc. and a supplement to the study which specifically addresses concerns you outlined in a letter sent to Sharmeen Al-Jaff, dated June 1, 2004. In the letter you stated that allowing cars the opportunity to tum right onto TH 101 from the proposed transit oriented development would be a safety and capacity problem. You may be aware that Southwest Metro Transit is in the process of putting together plans for a transit oriented development (TOD) at the proposed site. As part of this process, Southwest Metro undertook a consensus -driven decision-making approach which included holding three public meetings, as well as completing numerous studies related to environmental impacts, property value impact, and the traffic impacts related to the additional automobile and bus traffic that would be generated in the study area. The traffic study was completed by Benshoof and Associates, a transportation planning and engineering firm based in the Twin Cities. As documented by the study findings, we do not feel the rigbt turn movements from the proposed site onto TH 101 will cause traffic and/or safety issues. It should be noted that this issue had been previously discussed, and ultimately agreed upon by the Mn/DOT staff involved with the design build of new TH 212, prior to the second public meeting, and approval earlier this month by the Chanhassen Planning Commission. As previously indicated, Southwest Metro Transit is in the process of putting together plans for a transit oriented development (TOD) at the proposed site. TOD's combine easy access to public transit with compact, mixed use development that includes both commercial and residential components. For a TOD to be successful, a number of critical elements must exists including having a visibleldesirable location, population to support both transit and the adjacent development, pedestrian connectivity, amplelshared parking, and access into and out of the site. Letter to Brigid Gombold June 24, 2002 Page 2 TOD's have been supported and encouraged by many transportation, environmental, land -use, and housing organizations, and have been financially supported by both the Federal Highway and Transit Administration. Besides the seven member Southwest Metro Transit Commission, the proposed TOD at TH 212 and TH 101 has been supported by the City of Chanhassen, the Metropolitan Council, the Transportation Advisory Board, representatives from the Carver County Board of Commissioners, and representatives from the State Legislator. There are numerous reasons why the TH 212/71H 101 site is such a prime location for a TOD, as well as what benefits would be derived from a TOD at this location. While I understand the merit and benefit of this project is not the root of the concerns expressed in your letter sent to Ms. Al- Jaff, I would be happy to discuss and provide documentation on both of these with you if necessary. The bottom line is, for this TOD site to function properly, as well as be supported by the existing neighborhood and City of Chanhassen, a right-in/right-out for automobiles off of TH 101 is not only desirable, but a necessity. Southwest Metro Transit has worked cooperatively with Mn/DOT in the past developing the SW Station TOD in Eden Prairie, and we feel confident that we can collectively resolve any issues that may come up in the future. Len Simich Executive Director CC: Craig Peterson, SMTC Chair & City of Chanhassen Council Roger Gustafson, Carver County Engineer Paul Oehme, City of Chanhassen Kate Aanenson, City of Chanhassen Sharmeen Al-Jaff, City of Chanhassen Justin Miller, City of Chanhassen Lisa Freese, Mn/DOT Lynn Clarkowski, Mn/DOT Jon Chiglo, Mn/DOT Lars Impola, Mn/DOT Jim Benshoof, Benshoof and Associates Jim Lasher, LSA Design BENSHOOF & ASSOCIATES, INC. TRANSPORTATION ENGINEERS AND PLANNERS 10417 EXCELSIOR BOULEVARD, SUITE TWO/ HOPKINS, MN 55343 / (952) 238-1667 /FAX (952) 238-1671 RECEIVED June 23, 2004 JUN 2 8 2004 Refer to File: 04-12 CPOFCMNHMEN MEMORANDUM TO: Len Simich, Southwest Metro Transit FROM: James A. Bensho�l�and Aravind Gottemukktila— RE: Supplement to Our Traffic Study Report Dated May 2004 for Proposed Transit - Oriented Facility in Chanhassen PURPOSE This memorandum is a supplement to our traffic study report dated May 2004 that was completed for Southwest Metro Transit's proposed transit -oriented facility in Chanhassen_ The purpose of this memorandum is to address traffic concerns raised by Mn/DOT staff. These concerns are presented in a letter from Brigid Gombold of Mn/DOT to Sharmeen Al-Jaff of the City of Chanhassen dated June 1, 2004. The following are the traffic -related comments presented in this letter: "Allowing cars to tum right -out onto TH 101 from this site would be a safety and capacity concern for several reasons. Northbound TH 101 to eastbound TH 212 is anticipated to be a high movement. Lyman Boulevard is located very close to the south ramps. In addition, there will be a short weaving area for vehicles to maneuver over two through lanes to the left tum lane at the south ramp intersection when the west side of TH 101 is developed. Compounding this area with a right out from the park and ride will increase the operational and safety problems this area will experience. Due to these problems, the right out onto TH 101 should be limited to bus traffic only." To address the above concerns, we completed additional review and analyses, which are presented next. ADDITIONAL REVIEW AND ANALYSES To effectively address Mn/DOT's concerns, we completed additional review and analysis of the following three factors: • Traffic volume that would turn right tum out onto TH 101 from the proposed right tum access and then left at the TH 10l/TH 312 south ramps intersection after addition of a west leg to this intersection. • Level of service for right turn out movements at the proposed right tum access • Northbound right turn queue at the TH 10l/IH 312 south ramps intersection Mr. Len Simich -2- June 23, 2004 We understand that a new roadway likely will be constructed on the west side of TH 101 opposite the TH 312 south ramps, when development occurs on this property. This new roadway likely will extend to the southwest from the TH 101/TH 312 south ramps intersection to Lyman Boulevard. If a right in/out access is provided on northbound TH 101 for the transit -oriented development, likelihood exists that some motorists will tum right out of the development and then tum left from northbound TH 101 to the west on the new road. Based on the trip distribution percentages presented in our traffic report, only a few motorists are expected to follow this route. To be conservative, we estimated that about 1/3`a of all exiting traffic destined to the west on Lyman Boulevard would use the new roadway, which translates to about 10 vehicles during the a.m. peak hour and 20 vehicles during the p.m. peak hour. Although these volume estimates are conservatively high in comparison to the total development traffic exiting to the west on Lyman Boulevard, they are low compared to the northbound through volumes on TH 101. As indicated in our traffic report, the right tum out movements at the proposed right tum access will experience level of service (LOS) B. for both the a.m. and the p.m. peak hours with the proposed development. With this high LOS, it is highly unlikely that an exiting motorist would tum right onto TH 101 without a sufficient and a safe gap in northbound through traffic. A right tum out motorist destined to tum left onto the new roadway likely will wait for gaps in both through lanes, execute the right tum movement and then maneuver quickly into the left through lane. Such a maneuver will not involve weaving on TH 101. In addition to the above review, we completed further analyses at the TH 101/TH 312 south ramps intersection with the west leg in place. To model for the west leg, the proportion of green time for northbound movements was reduced. The projected post -development volume for northbound right turns at this intersection are 587 vehicles and 495 vehicles during the a.m. and the p.m. peak hours, respectively. With these volumes and a west leg at the TH 101/TH 312 south ramps intersection, the 95t° percentile queuing for northbound right turns will be about 100 feet and 140 feet during the a.m. and the p.m. peak hours, respectively. With optimal signal phasing splits in Synchro, the northbound right tum movements will receive sufficient green time and right tum on red opportunities to prevent long queues. These queue lengths are well within the stacking length shown in our recommended access plan of 300 to 352 feet. CONCLUSIONS Considering the findings previously presented, we have determined that the right turn out from the transit -oriented development to the north on TH 101 will not cause traffic problems for the following three reasons: a) The volume of motorists who would tum right onto TH 101 and then left onto the new roadway west of TH 101 will be very low. b) The right turn movements onto northbound TH 101 will operate at a high level of service (LOS B during both the a.m. and p.m. peak hours). c) The right turn lane on northbound TH 101 to eastbound TH 312 will provide more than enough queuing capacity to accommodate the projected volumes for this movement.