Traffic Study May 2004TRAFFIC STUDY FOR PROPOSED
TRANSIT- ORIENTED FACILITY IN CITY OF CHANHASSEN
Prepared for:
SOUTHWEST METRO TRANSIT
Prepared by:
BENSHOOF & ASSOCIATES, INC.
May 2004
i
CONTENTS
Page
LIST OF FIGURES
ii
SUMMARY :.................
...
............................... ...............................
iii
PURPOSE AND BACKGROUND
Proposed Development Characteristics ............................. ..
1
....
EXISTING CONDITIONS AND PLANNED
FUTURE ROADWAY CHANGES
.............. .......
3
TRAFFIC FORECASTS
TripGeneration .........................................
...............................
Trip Distribution and Assignment
........................... .......
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 2004
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
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.
1 rattic 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/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.
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.
••u••�� . UUY IVi riupuwcu - May 2004
Transit - Oriented Facility in Chanhassen
SOUTHWEST TRAFFIC STUDY FOR
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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 turn lane
and one shared through/right turn lane on the west approach, two left turn lanes, one
through lane, and one right turn lane on the east approach, and one left turn 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 /TH 312 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 turn lane,
one through lane, and one right turn lane on the east and the west approaches and one left
turn 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
-
-
817
695
NET TOTAL*
-
-
776
660
* Net total trine are
.7 ..,..Al L slU5s LOW Lnps 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.
_..... -- ..,. r iupwcu -4- May 2004
Transit - Oriented Facility in Chanhassen
.SOUTHWEST TRAFFIC STUDY FOR FIGURE 2
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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.
iaiiic OLuuy for rroposea -8- May 2004
Transit- Oriented Facility in Chanhassen
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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
i iaiiil: 0LUUy for rroposea -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.
Aiaiiu, oiuuy wr rroposea -12- May 2004
Transit - Oriented Facility in Chanhassen
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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 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 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 turn 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.
iiaiuc OLuuy for rroposea -15- May 2004
Transit- Oriented Facility in Chanhassen
1 `
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 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 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 turn 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.
iiaiuc OLuuy for rroposea -15- May 2004
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