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1. SW Metro Rezoning 04-18CITY OF CHANHASSEN PC DATE: June 1, 2004 CC DATE: June 28, 2004 REVIEW DEADLINE: June 29, 2004 CASE #: 04-18 SouthWest Metro Transit BY: A1-Jaff STAFF REPORT PROPOSAL: LOCATION: APPLICANT: Request for a rezoning of property from Residential Single Family to Planned Unit Development-Mixed Use Southeast intersection of the future alignment of Highways 212/101 and north of Lyman Blvd. SouthWest Metro Transit 13500 Technology Drive Eden Prairie, MN 55344 (952) 974-3101 PRESENT ZONING: Residential Single Family - RSF 2020 LAND USE PLAN: Mixed Use ACREAGE: 8.5+ Acres DENSITY: SUMMARY OF REQUEST: Rezoning of property from Residential Single Family to Planned Unit Development-Mixed Use and approval of Planned Unit Development Standards. Notice of this public hearing has been mailed to all property owners beyond 500 feet. Staff is recommending approval of the request. LEVEL OF CITY DISCRETION IN DECISION-MAKING: The City has a relatively high level of discretion in approving a rezoning because the City is acting in its legislative or policy making capacity. A rezoning must be consistent with the City's Comprehensive Plan. SouthWest Metro Rezoning June 1, 2004 Page 2 EXECUTIVE SUMMARY: The request before the Planning Commission is to rezone property located on the southeast intersection of the future alignment of Highways 212/101 and north of Lyman Blvd. There is no site plan attached to this application and development of the site is not intended to take place until the realignment of 212/101 is complete. As each element is ready to develop, a site plan will be presented to the Planning Commission and City Council for review and approval. Several meetings have taken place with surrounding neighbors to gather feed back and address concerns. The rezoning and PUD Ordinance is a result of this meetings. The purpose of the meeting tonight is to rezone the property and establish a PUD ordinance. BACKGROUND: LOCATION/SITE DATA The site is located at the southeast intersection of the future alignment of Highways 212/101 and north of Lyman Boulevard. The site has an area of approximately 8.5 acres and is currently zoned residential single family, RSF. Subject Site SouthWest Metro Rezoning June 1, 2004 Page 3 SOUTHWEST METRO TRANSIT In 1986, Chaska, Chanhassen and Eden Prairie adopted a joint powers agreement establishing the SouthWest Metro Transit Commission (SMTC). The agreement granted the Commission the authority to develop and oversee the local public transit services serving the three cities. The park and ride facility was presented as an opportunity to mitigate congestion and pollution in 1989 as part of the Highway 212 Environmental Impact Statement. In 1990 the SMTC adopted a park and ride study which listed the proposed site as a future park and ride location. LAND USE PLAN The Land Use Plan designates areas around the proposed TH 101/TH 212 interchange as mixed use. This category has been established to accommodate either commercial or high density residential developments. The high density category, which includes units with a maximum net density of 16.0 units per acre, accommodates apartments and higher density condominium units. The commercial use is intended to support or complement high density development. The commercial uses involve convenience grocery stores, day care facilities, etc., or those uses that meet the daily needs of the residents. The Land Use Plan also identifies a park and ride at the future TH101/TH 212 interchange. SouthWest Metro Rezoning June 1, 2004 Page 4 NEIGHBORHOOD MEETINGS On February 18, 2004, the City of Chanhassen and SouthWest Metro Transit began a series of three neighborhood meetings. The intent of the Planning Process was to arrive upon a park and ride layout design and a planned unit development that meets the functional needs of transit patrons and compliments the community within the area's limitations. The February 18th Neighborhood Meeting focused on the Project Background and Intent; March 31st dealt with Alternative Design Concepts and Land Use Schemes; and the April 21st meeting focused on a preferred layout concept, Land Use, and a draft PUD ordinance. Each meeting resulted in a list of questions and suggestions. The questions and concerns were addressed and posted on the City's web site. The suggestions (to the extent feasible) were incorporated into a draft PUD ordinance. The final draft layout that was arrived at reflected a park and ride facility along the north portion of the site, a commercial component in the center and a residential development along the south portion of the site. Transit Station Parking Deck 8O0 cars max, ! 00' Buffer Commercial/Retail 1;6,000 $~, fi, Housing i6 un~s~'acre max. Enhanced Landscapin! SouthWest Metro Rezoning June 1, 2004 Page 5 Access to the site was a concern to the neighbors. Numerous meetings took place with Minnesota Department of Transportation. These meetings resulted in permitting a right-in/out access off of Highway 101 and allowing the full access off of Lyman Boulevard to maintain a 100-foot setback from the easterly property line. This setback will allow for adequate buffer between the subject site and the residential neighborhood to the east. MNDOT also agreed to a bus slip lane off of Highway 212. AM BUS MOVEMENT PM BUS MOVEMENT SouthWest Metro Rezoning June 1, 2004 Page 6 A number of studies were requested by the residents. SouthWest Metro Transit hired consultants to conduct these studies and present them to the neighborhood. They included: PHASE I ANALYSIS OF POTENTIAL IMPACTS OF PROPOSED PARK & RIDE DEVELOPMENT AT THE INTERSECTION OF HIGHWAY 101 AND THE PROPOSED HIGHWAY 212 ON EXI S TING RESIDENTIAL PROPERTY VALUE S IN CHANHASSEN, by Shenehon Company. The study concluded that the development couM potentially have a positive impact on values by creating a buffer to the interstate, preventing higher impact development on the site, and adding convenience to the homeowners in the area. 2. ENVIRONMENTAL ASSESSMENT - NOISE AND AIR QUALITY, by David Braslau associates, Inc. The study concluded: The proposed Park and Ride facility is planned to serve a maximum of eight buses per hour with parking for 800 motor vehicles. During the AM period buses will enter and depart along the north access to the facility and will therefore have minimal impact on both noise and air quality. During the PM period, buses will enter at the north from TH 101 and circle the parking ramp to return to TH 101 to reach the TH 212 westbound on-ramp. These buses will travel along the east roadway of the facility and between the parking ramp and the new residential structures to be constructed as part of the project. These buses will have somewhat more impact on noise and air quality, although the impacts will be limited. Noise levels during 6-7 AM(, which fall under the nighttime period, are expected to exceed the Minnesota noise standards primarily due to traffic on the new TH 212, its ramps, and TH 101. Appropriate construction of the new housing proposed?~br the site can permit higher noise limits to be applied and therefore can comply with noise standards. Noise levels during the PM Peak Hour are generally under the state noise standards except for the apartments that face the access roadway carrying departing buses. However, the 2 dBA exceedance is within modeling error and may not be a problem if no outdoor uses are planned for the north side of these buildings. The buses alone are not sufffcient to cause the noise standards to be exceeded. Contributions from the other roadways are sufficient for this small exceedance of the standards. Predicted air quality (carbon monoxide concentrations) is well below both the 1-hour and the 8- hour standard and no air quality problems are anticipated with operation of the facility. As new diesel engine and diesel fuel regulations are implemented, the potential for odor associated with the facility will also decrease. Appropriate equipment will be able to operate at the facility with little or no odor impacts. 3. TRAFFIC STUDY FOR PROPOSED TRANSIT-ORIENTED FACILITY IN CHANHAS SEN by B enshoof & Associates, Inc. Levels of service are classified as follows: SouthWest Metro Rezoning June 1, 2004 Page 7 LOS A- free flow LOS B - stable flow, with high degree of freedom LOS C - stable flow, with restricted freedom LOS D - high-density flow with restricted speed and freedom LOS E - unstable flow; at or near capacity LOS F - forced flow; volume exceeds capacity The study concluded that the area surrounding the site will operate as follows: MAY-26-2004 09:12 H LYMAN BLVD. BENSHOOF ~ ASSOC. 952 238 1671 P.02/03 IH I III NORTH P,~MP$ L~A ~-~ D/D TH :312 SOUTH RAMPB R4N/R-OUT 2011 NO-BUILD <---- A/A TRAFFIC STUDY FOR PROPOSED TRANSIT- ORIENTED FACILITY IN CHANHASSEN I WEEKDAY A.M. / I PEAK HOUR / ~LEVEL$ OF SERVICEJ SouthWest Metro Rezoning June 1, 2004 Page 8 ~¥-26-2004 09:12 II II TH 312 NORI'H RAMPS TH 312 L~N BLVD. <_1 952 238 1671 P.03/03 t -- 2011 NO-BUILD ~ 2011 BUILD XX/)O( ~A A/A -~ I IIIII SOUTHWEST T~FFIC STUDY FOR FIGURE 8 M~RO T~NSiT -I PROPOSED T~NSIT- I WEEKDAY P.M. ~B~SH~F & ~IA~S. INC. I ORIENTED FAOIU~ 1PEAK HOUR ~- ~,~,,,~,m,o,~,,,,,~,~,~,~,,,~ IN CHANHASSEN XLEVELs OF SERVICEJ REZONING SouthWest Metro Transit is requesting to rezone the property from RSF, Residential Single Family, to Planned Unit Development-Mixed Use. Future Highway 212 will run along the north edge of the site. Realigned Highway 101 will run along the west portion of the site. A residential neighborhood zoned Residential Single family is located east of the site and Lyman Boulevard and a residential neighborhood zoned Planned Unit Development is located south of the site. All properties located at the intersection of future Highway 212/101 are guided mixed use which permits high density residential and neighborhood oriented commercial. SouthWest Metro Rezoning June 1, 2004 Page 9 The 2020 Land Use Plan shows this area designated for development as Mixed Use Development. Appropriate zoning for this land use is PUD-Mixed Use, Neighborhood Commercial, and High Density Residential. Staff has prepared a Planned Unit Development Ordinance that will regulate and set standards for the development of this site including permitted uses, landscaping, setbacks, signage, building materials, architectural standards, parking, etc. The Land Use Plan also identifies a park and ride at the future TH101/TH 212 interchange. This site is in the MUSA area. Staff is recommending that this area be rezoned to PUD-Mixed Use. PUD FINDINGS The Zoning Ordinance directs the Planning Commission to consider six (6) possible adverse affects of the proposed amendment. The six (6) affects and our findings regarding them are: a) The proposed action has been considered in relation to the specific policies and provisions of and has been found to be consistent with the official City Comprehensive Plan. Finding: The proposed Planned Unit Development has been considered in relation to the specific policies and provisions of the land use plan and has been found to be consistent with the official City Comprehensive Plan. It complies with providing mixed use (residential and neighborhood commercial) and a transit facility at the intersection of realigned Highway 101 and future Highway 212. b) The proposed use is or will be compatible with the present and future land uses of the area. Finding: The proposed uses are and will be compatible with the present and future land uses of the area through the implementation of the design standards, landscaping buffers, architecture, etc. c) The proposed use conforms with all performance standards contained in the Zoning Ordinance. Finding: The proposed uses will conform with all performance standards contained in the Zoning Ordinance such as design standards, signage, durable materials, uses, etc. d) The proposed use will not tend to or actually depreciate the area in which it is proposed. Finding: A study conducted by Shenehon Company found that the proposed uses will have no measurable negative impact on the property values of the nearby residences. It could potentially have a positive impact on values by creating a buffer to the interstate, preventing higher impact development on the site and adding convenience to the homeowners in the area. SouthWest Metro Rezoning June 1, 2004 Page 10 e) The proposed use can be accommodated with existing public services and will not overburden the city's service capacity. Finding: The site is located within the Municipal Urban Service Area. The proposed use can be accommodated with existing public services and will not overburden the city's service capacity. Traffic generation by the proposed use is within capabilities of streets serving the property. Finding: Based upon studies conducted by Benshoof and Associates, traffic generation by the proposed uses is within capabilities of streets serving the property. LANDSCAPING The landscape plan for the SouthWest Metro Park and Ride will need to use landscape to accomplish the following: improve the appearance of the site, buffer between proposed development and neighboring properties, and reduce noise pollution, air pollution, visual pollution and glare. Specifically, landscaping will be required for screening of any trash storage areas, loading areas or large, unadorned building walls. Parking lots will also have landscaping requirements. All open spaces and non-parking lot surfaces, except for plaza areas, should be landscaped, rockscaped, or covered with plantings and/or lawn material. Tree wells should be included in pedestrian areas and plazas. The City anticipates undulating berms, north of Lyman Boulevard and east of Highway 101. These areas shall be sodded or seeded at the conclusion of grading and utility construction. The required buffer landscaping may be installed where it is deemed necessary to screen any proposed development. All required boulevard landscaping shall be sodded. The City would like to see native landscaping incorporated into the design wherever possible. One issue that needs to be pointed out deals with the existing evergreens on the site. The intent is to save these trees. The slopes along the north portion of the site are steep (not a bluff) and will require a retaining wall. In order to minimize impact on the existing evergreens, the applicant requested reducing the building setback along Highway 101 to 35 feet (PUD Ordinance requires 50 feet) and increasing the building setback along the easterly property line to 115 feet (PUD Ordinance requires 100 feet). Staff supports this request and the PUD ordinance drafted by staff reflects this request. SouthWest Metro Rezoning June 1, 2004 Page 11 View from North Property Line Showing Existing Vegetation Along the Easterly Property Line TRAILS AND SIDEWALKS Maintaining and creating new pedestrian/bicycle routes to the proposed SouthWest Metro Transit Station is very important. The construction of new Highway 101 south will include the installation of a ten-foot trail adjacent to the subject property. The Transit Station project must install a trail/sidewalk adjacent to Lyman Boulevard from Highway 101 east to a street crossing at Summerfield Drive. Appropriate and adequate internal sidewalk connections must also be planned to allow convenient and safe non-vehicular traffic throughout the site. RECOMMENDATION Staff recommends adoption of the following motion: The Planning Commission recommends approval of rezoning the property located at the southeast intersection of the future alignment of Highway 212/101 and north of Lyman Boulevard with an approximate area of 8.5 acres from Residential Single Family to Planned Unit Development-Mixed Use incorporating the following design standards: SOUTHEAST CORNER OF REALIGNED HIGHWAY 101/212 PUD DEVELOPMENT DESIGN STANDARDS a. Intent The purpose of this zone is to create a MIXED USE PUD including a TRANSIT ORIENTED DEVELOPMENT, NEIGHBORHOOD COMMERCIAL AND RESIDENTIAL. The use of the PUD zone is to allow for more flexible design standards while creating a higher quality and more sensitive development. Each structure proposed for development shall proceed through site plan review based on the development standards outlined below. SouthWest Metro Rezoning June 1, 2004 Page 12 b. Permitted Uses · The permitted uses in this zone should be limited to appropriate commercial and service uses consistent with meeting the daily needs of the neighborhood and the transit facility users. The uses shall be limited to those as defined herein. If there is a question as to whether or not a use meets the definition, the Community Development Director shall make that interpretation. The type of uses to be provided on these lots shall be low intensity neighborhood oriented retail and service establishments to meet daily needs of residents. Commercial and transit uses shall be limited to the area located north of the access point off of Highway 101. Residential uses shall be located south of the Highway 101 access. · Small to medium-sized restaurant-not to exceed 8,000 square feet per building (no drive-thru windows) · Office · Day care · Neighborhood scale commercial up to 8,000 square feet per building footprint · Convenience store without gas pumps · Specialty retail (Book Store Jewelry, Sporting Goods Sale/Rental, Retail Sales, Retail Shops, Apparel Sales, etc.) · Personal Services (an establishment or place of business primarily engaged in providing individual services generally related to personal needs, such as a Tailor Shop, Shoe Repair, Self-Service Laundry, Laundry Pick-up Station, Dry Cleaning, Dance Studios, etc). · Park and Ride not to exceed 800 spaces. · Residential High Density (8-16 units per acre). c. Prohibited Ancillary Uses · Drive-thru Windows · Outdoor storage and display of merchandise d. Setbacks The PUD ordinance requires setbacks from roadways and exterior property lines. The following table displays those setbacks. Boundary Building and Parking Setback Lyman Boulevard 50 feet Highway 101 35 feet north of the Highway 101 access and 50 feet south of the 101 access Highway 212 excluding transit shelters and ramps 50 feet Easterly Project Property Line 100 Feet SouthWest Metro Rezoning June 1, 2004 Page 13 Boundary Building and Parking Setback Internal Project property lines 0 Feet Hard Surface Coverage 50 % Commercial and Transit Facility Hard Surface Coverage 70 % Maximum Residential Building/Structure Height 35 or 3 stories, whichever is less Maximum Commercial Building/Structure Height 1 story Maximum Park and Ride Ramp excluding the elevator shaft 25 or 3 stories, and stair well whichever is less Non Residential Building Materials and Design The PUD requires that the development demonstrate a higher quality of architectural standards and site design. The intent is to create a neighborhood and transit friendly development. All materials shall be of high quality and durable. Major exterior surfaces of all walls shall be face brick, stone, glass, stucco, architecturally treated concrete, cast in place panels, decorative block, or cedar siding. Color shall be introduced through colored block or panels and not painted block or brick. Bright, long, continuous bands are prohibited. 3. Block shall have a weathered face or be polished, fluted, or broken face. Exposed cement ("cinder") blocks shall be prohibited. Metal siding, gray concrete, curtain walls and similar materials will not be approved except as support material to one of the above materials, or as trim or as HVAC screen, and may not exceed more than 25 percent of a wall area. 5. All accessory structures shall be designed to be compatible with the primary structure. All roof mounted equipment shall be screened by walls of compatible appearing material. Wood screen fences are prohibited. All exterior process machinery, tanks, etc., are to be fully screened by compatible materials. All mechanical equipment shall be screened with material compatible to the building. The buildings shall have varied and interesting detailing. The use of large unadorned, concrete panels and concrete block, or a solid wall unrelieved by architectural detailing, such as change in materials, change in color, fenestrations, or other significant visual relief provided in a manner or at intervals in keeping with the size, mass, and scale of the wall and its views from public ways shall be prohibited. Acceptable materials will incorporate textured surfaces, exposed aggregate and/or other patterning. All walls shall be given added architectural interest through building design or appropriate landscaping. SouthWest Metro Rezoning June 1, 2004 Page 14 f. go 8. There shall not be underdeveloped backsides of buildings. All elevations shall receive nearly equal treatment and visual qualities. The materials and colors used for each building shall be selected in context with the adjacent building and provide for a harmonious integration with them. Extreme variations between buildings in terms of overall appearance, bulk and height, setbacks and colors shall be prohibited. Residential Standards Building exterior material shall be a combination of fiber-cement siding, vinyl siding, stucco, or brick with support materials such as cedar shakes, brick and stone or approved equivalent materials as determined by the city. 2. Each unit shall utilize accent architectural features such as arched louvers, dormers, etc. 3. All units shall have access onto an interior private street. 4. All mechanical equipment shall be screened with material compatible to the building or landscaping. 5. A design palette shall be approved for the entire project. The palette shall include colors for siding, shakes, shutters, shingles, brick and stone. 6. All foundation walls shall be screened by landscaping or retaining walls. Site Landscaping and Screening The intent of this section is to improve the appearance of vehicular use areas and property abutting public rights-of-way; to require buffering between different land uses; and to protect, preserve and promote the aesthetic appeal, character and value of the surrounding neighborhoods; to promote public health and safety through the reduction of noise pollution, air pollution, visual pollution and glare. The landscaping standards shall provide for screening for visual impacts associated with a given use, including but not limited to, truck loading areas, trash storage, parking lots, Large unadorned building massing, etc. 2. Each lot for development shall submit a separate landscaping plan as a part of the site plan review process. All open spaces and non-parking lot surfaces, except for plaza areas, shall be landscaped, rockscaped, or covered with plantings and/or lawn material. Tree wells shall be included in pedestrian areas and plazas. SouthWest Metro Rezoning June 1, 2004 Page 15 ho Undulating berms, north of Lyman Boulevard and east of Highway 101 shall be sodded or seeded at the conclusion of grading and utility construction. The required buffer landscaping may be installed where it is deemed necessary to screen any proposed development. All required boulevard landscaping shall be sodded. 5. Loading areas shall be screened from public right-of-ways. Wing walls may be required where deemed appropriate. 6. Native species shall be incorporated into site landscaping, whenever possible. Street Furnishings Benches, kiosks, trash receptacles, planters and other street furnishings should be of design and materials consistent with the character of the area. Wherever possible, street furnishings should be consolidated to avoid visual clutter and facilitate pedestrian movement. Signage The intent of this section is to establish an effective means of communication in the development, maintain and enhance the aesthetic environment and the business's ability to attract sources of economic development and growth, to improve pedestrian and traffic safety, to minimize the possible adverse effect of signs on nearby public and private property, and to enable the fair and consistent enforcement of these sign regulations. It is the intent of this section, to promote the health, safety, general welfare, aesthetics, and image of the community by regulating signs that are intended to communicate to the public, and to use signs which meet the city's goals: a. Establish standards which permit businesses a reasonable and equitable opportunity to advertise their name and service; Preserve and promote civic beauty, and prohibit signs which detract from this objective because of size, shape, height, location, condition, cluttering or illumination; c. Ensure that signs do not create safety hazards; d. Ensure that signs are designed, constructed, installed and maintained in a manner that does not adversely impact public safety or unduly distract motorists; e. Preserve and protect property values; f. Ensure signs that are in proportion to the scale of, and are architecturally compatible with, the principal structures; g. Limit temporary commercial signs and advertising displays which provide an opportunity for grand opening and occasional sales events while restricting signs SouthWest Metro Rezoning June 1, 2004 Page 16 iolo io2o io3o io4o which create continuous visual clutter and hazards at public right-of-way intersections. Proiect Identification Sign: One project identification sign shall be permitted for the development at the entrance off of Highway 101. Project identification signs shall not exceed 80 square feet in sign display area nor be greater than eight feet in height. The sign shall be setback a minimum of 10 feet from the property line. Monument Sign: One monument sign shall be permitted at the entrance to the development off of Lyman Boulevard. This sign shall not exceed 24 square feet in sign display area nor be greater than five feet in height. The sign shall be setback a minimum of 10 feet from the property line. Wall Signs: The location of letters and logos shall be restricted to the approved building sign bands, the tops of which shall not extend greater than 20 feet above the ground. The letters and logos shall be restricted to a maximum of 30 inches in height. All individual letters and logos comprising each sign shall be constructed of wood, metal, or translucent facing. b. Illuminated signs that can be viewed from neighborhoods outside the PUD site, are prohibited. Tenant signage shall consist of store identification only. Copy is restricted to the tenant's proper name and major product or service offered. Corporate logos, emblems and similar identifying devices are permitted provided they are confined within the signage band and do not occupy more than 15% of the sign area unless the logo is the sign. Festive Flags/Banners a. Flags and banners shall be permitted on approved standards attached to the building facade and on standards attached to pedestrian area lighting. b. Flags and banners shall be constructed of fabric or vinyl. c. Banners shall not contain advertising for individual users, businesses, services, or products. d. Flags and banners shall project from buildings a maximum of two feet. SouthWest Metro Rezoning June 1, 2004 Page 17 i.5. i.6 io7o e. Flags and banners shall have a maximum area of 10 square feet. f. Flags and banners which are torn or excessively worn shall be removed at the request of the city. Building Directory a. In multi-tenant buildings, one building directory sign may be permitted. The directory sign shall not exceed eight square feet. Directional Signs On-premises signs shall not be larger than four (4) square feet. The maximum height of the sign shall not exceed five (5) feet from the ground. The placement of directional signs on the property shall be so located such that the sign does not adversely affect adjacent properties (including site lines or confusion of adjoining ingress or egress) or the general appearance of the site from public rights-of-way. No more than four (4) signs shall be allowed per lot. The city council may allow additional signs in situations where access is confusing or traffic safety could be jeopardized. Off-premises signs shall be allowed only in situations where access is confusing and traffic safety could be jeopardized or traffic could be inappropriately routed through residential streets. The size of the sign shall be no larger than what is needed to effectively view the sign from the roadway and shall be approved by the city council. c. Bench signs are prohibited except at transit stops as authorized by the local transit authority. Signs and Graphics. Wherever possible, traffic control, directional and other public signs should be consolidated and grouped with other street fixtures and furnishings to reduce visual clutter and to facilitate vehicular and pedestrian movement. A system of directional signs should also be established to direct traffic within the commercial area and away from residential areas. Prohibited Signs: · Individual lots are not permitted low profile ground business sign. · Pylon signs are prohibited. · Back lit awnings are prohibited. · Window Signs are prohibited except for company logo/symbol and not the name. Such logo shall not exceed 10% of a window area · Menu Signs are prohibited. SouthWest Metro Rezoning June 1, 2004 Page 18 J.g. jo Sign Design and permit requirements: The sign treatment is an element of the architecture and thus should reflect the quality of the development. The signs should be consistent in color, size, and material and height throughout the development. A common theme will be introduced at the development's entrance monument and will be used throughout. b. All signs require a separate sign permit. Wall business signs shall comply with the city's sign ordinance for the Neighborhood business district for determination of maximum sign area. Wall signs may be permitted on the "street" front and primary parking lot front of each building. Lighting Lighting for the interior of the development shall be consistent throughout the development. High pressure sodium vapor lamps with decorative natural colored pole shall be used throughout the development parking lot area for lighting. Decorative, pedestrian scale lighting shall be used in plaza and sidewalk areas and may be used in parking lot areas. Light fixtures should be kept to a pedestrian scale (12 to 18 feet). Street light fixtures should accommodate vertical banners for use in identifying the commercial area. The fixtures shall conform with (Figure 36 - Chanhassen Lighting Unit Design). C~r~ Pink S~ Post Model CP 1271~A]B][ 12 Ft Ht 10 l~.h R~s~ All light fixtures shall be shielded. Light level for site lighting shall be no more than 1/2 candle at the project perimeter property line. This does not apply to street lighting. SouthWest Metro Rezoning June 1, 2004 Page 19 Lighting for parking areas shall minimize the use of lights on pole standards in the parking area. Rather, emphasis should be placed on building lights and poles located in close proximity to buildings. Non Residential Parking Parking shall be provided based on the shared use of parking areas whenever possible. Cross access easements and the joint use of parking facilities shall be protected by a recorded instrument acceptable to the city. The development shall be treated as an integrated shopping center and provide a minimum of one space per 200 square feet of commercial/retail area. The office/personal service component shall be treated as an integrated office building and provide 4.5 space per 1,000 square feet for the first 49,999 square feet, four per thousand square feet for the second 50,000 square feet, and 3.5 per thousand square feet thereafter. Residential Parking shall comply with city code requirements. ATTACHMENTS 1. Findings of Fact. 2. Application. 3. Public Hearing Notice and Affidavit of Mailing. 4. Property value and impact study by Shenehon Company. 5. Traffic Study for proposed Transit-Oriented Facility in the City of Chanhassen. 6. Environmental Assessment-Noise and Air Quality. g:\plan\2004 planning cases\04-18 - sw metro transit rezoning-212 & 101 intersection\staff' report. 1. doc CITY OF CHANHASSEN 7700 MARKET BOULEVARD CHANHASSEN, MN 55317 (952) 227-1100 DEVELOPMENT REVIEW APPLICATION CITY OFCHANHASSEN RECEIVED APR 2 0 2004 CHANHASSENPLANNINGDEPT APPLICANT: Southwest Metro Transit Commission ADDRESS: 13500 Technoloqy Drive Eden Prairie, MN TELEPHONE (Day time) 952-974-3101 OWNER: Minnesota Department of Transportation ADDRESS: 1500 County Road B2 Roseville, MN TELEPHONE: 651-296-3000 Comprehensive Plan Amendment Conditional Use Permit Interim Use Permit Non-conforming Use Permit Planned Unit Development* Rezoning __ Sign Permits Sign Plan Review Site Plan Review* Subdivision* __ Temporary Sales Permit Vacation of ROW/Easements Variance Wetland Alteration Permit I Zoning Appeal __ Zoning Ordinance Amendment __ Notification Sign X Escrow for Filing Fees/Attorney Cost** ($50 CUPISPRIVACNARIVVAPIMetes and Bounds, $400 Minor SUB) TOTAL FEE$ A list of all property owners within 500 feet of the boundaries of the property must be included with the application. Building material samples must be submitted with site plan reviews. *Twenty-six full size folded copies of the plans must be submitted, including an 81/2" X 11" reduced copy of transparency for each plan sheet. ** Escrow will be required for other applications through the development contract NOTE - When multiple applications are processed, the appropriate fee shall be charged for each application. PROJECT NAME Southwest Villaqe LOCATION NE corner of new Highway 101 and Lyman Blvd. LEGAL DESCRIPTION A portion of the highway right of way easement accordinq to official map of MnDOT SP 1017 (TH212) TOTAL ACREAGE 8.5 +/- WETLANDS PRESENT PRESENT ZONING RSF YES NO x--To be verified REQUESTED ZONING PUD - Mixed Use PRESENT LAND USE DESIGNATION REQUESTED LAND USE DESIGNATION REASON FOR THIS REQUEST Mixed-Use Mixed-Use Transit Oriented Development This application must be completed in full and be typewritten or clearly printed and must be accompanied by all information and plans required by applicable City Ordinance provisions. Before filing this application, you should confer with the Planning Department to determine the specific ordinance and procedural requirements applicable to your application. A determination of completeness of the application shall be made within ten business days of application submittal. A written notice of application deficiencies shall be mailed to the applicant within ten business days of application. This is to certify that I am making application for the described action by the City and that I am responsible for complying with all City requirements with regard to this request. This application should be processed in my name and I am the party whom the City should contact regarding any matter pertaining to this application. I have attached a copy of proof of ownership (either copy of Owner's Duplicate Certificate of Title, Abstract of Title or purchase agreement), or I am the authorized person to make this application and the fee owner has also signed this application. I will keep myself informed of the deadlines for submission of material and the progress of this application. I further understand that additional fees may be charged for consulting fees, feasibility studies, etc. with an estimate prior to any authorization to proceed with the study. The documents and information I have submitted are true and correct to the best of my knowledge. The city hereby notifies the applicant that development review cannot be completed within 60 days due to public hearing requirements and agency review. Therefore, the city is notifying the applicant that the city requires an automatic 60 day extension for development review. Development review shall be completed within 120 days unless additional review extensi?ons are approved by the applicant. Signat6re of Ap-C'fiealqt Date Signature of Fee Owner Date ~,, Application Received on Fee Paid Receipt No. The applicant should contact staff for a copy of the staff report which will be available on Friday prior to the meeting. If not contacted, a copy of the report will be mailed to the applicant's address. NOTICE OF PUBLIC HEARING PLANNING CASE NO. 04-18 CITY OF CHANHASSEN NOTICE IS HEREBY GIVEN that the Chanhassen Planning Commission will hold a public hearing on Tuesday, June 1, 2004, at 7:00 p.m. in the Council Chambers in Chanhassen City Hall, 7700 Market Blvd. The purpose of this hearing is to consider a request for a rezoning of property from Residential Single Family to Planned Unit Development-Mixed Use located on the southeast intersection of the future alignment of Highways 212/101 and north of Lyman Blvd. Applicant: Southwest Metro Transit. A plan showing the location of the proposal is available for public review at City Hall during regular business hours. All interested persons are invited to attend this public hearing and express their opinions with respect to this proposal. Sharmeen Al-Jaff, Senior Planner Email: saljaff@ci.chanhassen.mn.us Phone: 952-227-I 134 (Publish in the Chanhassen Villager on May 20, 2004) CITY OF CHANHASSEN AFFIDAVIT OF MAILING NOTICE STATE OF MINNESOTA) ) COUNTY OF CARVER ) I, Karen J. Engelhardt, being first duly sworn, on oath deposes that she is and was on May 20, 2004, the duly qualified and acting Deputy Clerk of the City of Chanhassen, Minnesota; that on said date she caused to be mailed a copy of the attached notice of Public Hearing for Rezoning or property from RSF to PUD-Mixed (Southwest Metro Transit) - Planning Case No. 04-18 to the persons named on attached Exhibit "A", by sending a notice addressed to such owner, and depositing the notices addressed to all such owners in the United States mail with postage fully prepaid thereon; that the names and addresses of such owners were those appearing as such by the records of the County Treasurer, Carver County, Minnesota, and by other appropriate records. j. Subscribed and sworn to before me this~r?'l day of )T'l~r~/ ,2004. / g:\plan\2004 planning cases\04-18 - sw metro transit rezoning-212 & I 01 intersection\04-18 affidavit.doc Disclaimer This map is neither a legally recorded map nor a survey and is not intended to be used as one. This map is a compilation of records, infom~tion and data located in vadous city, county, state and federal offices and other sources regarding the ama shown, and is to be used for reference purposes only. The City does not warrant that the Geographic Information System (GIS) Data used to prepare this map are error free, and the City does not mepmsent that the GIS Data can be used for navigational, tracPJng or any other purpose reqaldng exacting measurement of distance or direction or precision in the depiction of geographic features. If errors or discrepancies are found please contact 952-227-1107. The preceding disclaimer is provided pursuant to Minnesota Statutes §466.03, Subd. 21 (2000), and the user of this map acknowledges that the City shall not be liable for any damages, and expressly waives all claims, and agrees to defend, indemnify, and hold harn~ess the City from any and all claims brought by User, its employees or agents, or third parties which arise out of the user's access or use of data provided. Highways 212/101 Intersection Rezoning from RSF to PUD-Mixed Use Public Hearing Notification Area Tuesday, June 1,2004 LaKe 3usan Lyman Blvd, ? Subject Site ~ Properties Within 500 Feet of Subject Site Notified Properties ABBA J TREGOBOV & SUSANA P MACHADO-TREGOBOV 8714 CHANHASSEN HLS DR N CHANHASSEN MN 55317-9650 ALEKSANDR SHTEYMAN 9148 SUNNYVALE DR CHANHASSEN MN 55317-8532 ALOYSIUS R & MARY A CHENEY 9079 SUNNYVALE DR CHANHASSEN MN 55317-8639 AMIT & MARY RATHOD 920 LAKE SUSAN DR CHANHASSEN MN 55317-9653 AMY J SCHUETTE ETAL 8990 QUINN RD PO BOX 68 CHANHASSEN MN 55317-0068 ANDREW C & KIMBERLY J DAHLGREN 8631 CHANHASSEN HLS DR N CHANHASSEN MN 55317-9651 ANDREW G & PAMELA J JOE 563 SUMMERFIELD DR CHANHASSEN MN 55317-7645 ANDREW RICHARDSON 8665 CHANHASSEN HLS DR N CHANHASSEN MN 55317-9651 ANTHONY T & SHELLY A DENUCCI 287 GREENLEAF CT CHANHASSEN MN 55317-7631 ARLETTA L BRAGG & VIOLA R AUPPERLE 8628 CHANHASSEN HLS DR N CHANHASSEN MN 55317-9650 ARTHUR J & KATHLEEN L DORDEL 1030 LAKE SUSAN DR CHANHASSEN MN 55317-9406 BARRY L & KATHY RIUTTA 8621 CHANHASSEN HLS DR N CHANHASSEN MN 55317-9651 BENJAMIN R K & DONNA M JOHNSON 8521 CHANHASSEN 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CHANHASSEN MN 55317-8108 MICHAEL D TIMM 1101 LYMAN CT CHANHASSEN MN 55317-8535 MICHAEL G & KAREN L MCNEIL 8695 MARY JANE CIR CHANHASSEN MN 55317-9646 MICHAEL J & DARCI L GUANELLA 8821 LAKE SUSAN CT CHANHASSEN MN 55317-9656 MICHAEL J & MICHELLE M KELLOGG 9124 SUNNYVALE DR CHANHASSEN MN 55317-8532 MICHAEL L & KELLY D AUER 910 LAKE SUSAN DR CHANHASSEN MN 55317-9653 MICHAEL P & SUSAN E DEEGAN 9162 SPRINGFIELD DR CHANHASSEN MN 55317-7629 MICHAEL R & JENNIFER A BRENDON 8811 LAKE SUSAN CT CHANHASSEN MN 55317-9656 MICHAEL R SMITH & DONNA J GORMAN 409 SUMMERFIELD DR CHANHASSEN MN 55317-7647 MICHAEL T & JEANINE HARRER 551 SUMMERFIELD DR CHANHASSEN MN 55317-7645 MICHAEL W WEBER 8851 LAKE SUSAN CT CHANHASSEN MN 55317-9656 NANCY BRYDLE 568 GREENVIEW DR CHANHASSEN MN 55317-7642 NANCY FULTS 8913 QUINN RD CHANHASSEN MN 55317-7623 NElL E & SUSAN L ANDERSON 429 SUMMERFIELD DR CHANHASSEN MN 55317-7647 NORMAN & JACQUELINE ENGEL 8699 CHANHASSEN HLS DR N CHANHASSEN MN 55317-9651 PATRICIA JOHNSON 8715 CHANHASSEN HLS DR N CHANHASSEN MN 55317-8333 PATRICK A & LAURENE FARRELL 801 LYMAN BLVD CHANHASSEN MN 55317-9161 PATRICK F MORLEY & PAMELA WEEKS MORLEY 9143 SPRINGFIELD DR CHANHASSEN MN 55317-7629 PATRICK L & KlM M MISMASH 591 SUMMERFIELD DR CHANHASSEN MN 55317-7645 PAUL & TONYA HENDRICKSON 9028 SUNNYVALE DR CHANHASSEN MN 55317-8639 PAUL A ANDERSEN 8615 CHANHASSEN HLS DR N CHANHASSEN MN 55317-9651 PAUL A HARRIS 8640 CHANHASSEN HLS DR N CHANHASSEN MN 55317-9650 PAUL A LARSON & KATHERYN E POWELL-LARSON 1061 LAKE SUSAN DR CHANHASSEN MN 55317-9337 PAUL C SCHNETTLER & KATE D WARD SCHNETTLER 599 SUMMERFIELD DR CHANHASSEN MN 55317-7645 PAUL D & DENISE M ENBERG 8608 CHANHASSEN HLS DR S CHANHASSEN MN 55317-8108 PAUL E & ANDREA M D STURM 8572 CHANHASSEN HLS DR S CHANHASSEN MN 55317-8108 PAUL J & MARY A LAUERMAN 9155 SPRINGFIELD DR CHANHASSEN MN 55317-7629 PAUL J NESBURG & KATHERINE A SCOTT 9093 SUNNYVALE DR CHANHASSEN MN 55317-8639 PAUL K & CARLA J HOFFER 8698 MARY JANE CIR CHANHASSEN MN 55317-9646 PAUL W & ANA E MORENO 603 SUMMERFIELD DR CHANHASSEN MN 55317-7644 PETER D & TIFFANY M MCINTOSH 550 SUMMERFIELD DR CHANHASSEN MN 55317-7645 PHILIP P & NANCY E DENUCCI 9186 SPRINGFIELD DR CHANHASSEN MN 55317-7629 PHOULITHAT PHANDANOUVONG & VATSANA PHANDANOUVONG 8529 CHANHASSEN HLS DR S CHANHASSEN MN 55317-8108 R STEVEN & MAURA BARNETT 8709 CHANHASSEN HLS DR N CHANHASSEN MN 55317-8333 RALPH E & STACEY M SPRAINER 501 GREENVIEW DR CHANHASSEN MN 55317-7637 RANDY L & STEPHANIE C WAIBEL 421 LYMAN BLVD CHANHASSEN MN 55317-8656 RAYMOND C ORTMAN JR & JULIANNE E ORTMAN 8698 CHANHASSEN HLS DR N CHANHASSEN MN 55317-9650 RAYMOND J ROOB JR & CHAE SUK ROOB 8584 CHANHASSEN HLS DR S CHANHASSEN MN 55317-8108 RICHARD C & SUSAN M AMBERSON 8549 CHANHASSEN HLS DR S CHANHASSEN MN 55317-8108 RICHARD J CHADWICK 9530 FOXFORD RD CHANHASSEN MN 55317-8681 RICHARD L & LINDA C NELSON 1070 LYMAN CT CHANHASSEN MN 55317-8535 RICHARDW JR & LISA L SIMMONS 530 SUMMERFIELD DR CHANHASSEN MN 55317-7645 RICKI JON DREW ULKU & WENDELYN ELISE ULKU 1020 LAKE SUSAN DR CHANHASSEN MN 55317-9406 RICKY JOSEPH BARTHEL & KAREN ANN BARTHEL 1090 LYMAN CT CHANHASSEN MN 55317-8535 ROBERT & JILL SKUBIC 8619 CHANHASSEN HLS DR N CHANHASSEN MN 55317-9651 ROBERT A & KATHRYN M STEWART 8545 CHANHASSEN HLS DR S CHANHASSEN MN 55317-8108 ROBERT B & WENDY A DUFF 520 SUMMERFIELD DR CHANHASSEN MN 55317-7645 ROBERT B MARTINOVICH & PATRICIA A MARTINOVICH 8592 CHANHASSEN HLS DR S CHANHASSEN MN 55317-8108 ROBERT C & SUSAN J DAHLIN 535 SUMMERFIELD DR CHANHASSEN MN 55317-7645 ROBERT F & KAREN L ANDERSON 8561 CHANHASSEN HLS DR S CHANHASSEN MN 55317-8108 ROBERT G & DIANNE M WICHTERMAN 8629 CHANHASSEN HLS DR N CHANHASSEN MN 55317-9651 ROBERT (3 & SUSAN L DAUB 9159 SUNNYVALE DR CHANHASSEN MN 55317-8532 ROBERT J & BEVERLY M AMICO 9061 SPRINGFIELD DR CHANHASSEN MN 55317-7632 ROBERT J & KATHY J BEERY 9132 SUNNYVALE DR CHANHASSEN MN 55317-8532 ROBERT R & TAMELA J MERRILL 8662 CHANHASSEN HLS DR N CHANHASSEN MN 55317-9650 ROBERT W SMITHBURG & MARCIA R ELAND 8657 CHANHASSEN HLS DR N CHANHASSEN MN 55317-9651 ROBIN J & DEANNE J ANDERSON 562 SUMMERFIELD DR CHANHASSEN MN 55317-7645 RODERICK W & ROBIN K FRANKS 8694 MARY JANE CIR CHANHASSEN MN 55317-9646 ROGER F & DENISE K KIEFER 1030 BARBARA CT CHANHASSEN MN 55317-9652 ROGER K & JOYCE L SCHONE 1010 BARBARA CT CHANHASSEN MN 55317-9652 RONALD A & GAtL D ISKIERKA 569 SUMMERFIELD DR CHANHASSEN MN 55317-7645 RONALD (3 & JOYCE L HORR 8513 CHANHASSEN HLS DR S CHANHASSEN MN 55317-8108 RONALD P LILEK & MARY M BENNETT-LILEK 9155 SUNNYVALE DR CHANHASSEN MN 55317-8532 RONALD S & DEBBIE L WRENHOLT 991 LAKE SUSAN DR CHANHASSEN MN 55317-9655 RUDOLFO A & ELIZABETH A GOMEZ 350 PARKLAND WAY CHANHASSEN MN 55317-7630 RUSSELL G BAHENSKY 8552 CHANHASSEN HLS DR S CHANHASSEN MN 55317-8108 SAUMtL R BRAHMBHATT & FALGUNI S BRAHMBHATT 1130 LAKE SUSAN DR CHANHASSEN MN 55317-9497 SCOT T & NICOLE J JOYNT 9113 SUNNYVALE DR CHANHASSEN MN 55317-8532 SCOTT A & MICHELE M WALKER 9031 SUNNYVALE DR CHANHASSEN MN 55317-8639 SCOTT R & LAURIE J SIMONSON 1051 BARBARA CT CHANHASSEN MN 55317-9652 SCOTT T & KRISTEN M LINEHAN 513 GREENVIEW DR CHANHASSEN MN 55317-7637 SCOTT W & BERNADETTE M PAULSON 634 SUMMERFIELD DR CHANHASSEN MN 55317-7644 SCOTT W & CINDEE M WALZ 9117 SPRINGFIELD DR CHANHASSEN MN 55317-7629 SEONGWOO PARK & MIN JEONG HAN 8580 CHANHASSEN HLS DR S CHANHASSEN MN 55317-8108 SHANNON G & MICHELLE A KERN 607 SUMMERFIELD DR CHANHASSEN MN 55317-7644 SHAWN P & TAMARA J AUSTIN 1101 LAKE SUSAN DR CHANHASSEN MN 55317-9342 SO VAN LY & SUSAN YKUN UNG 8509 CHANHASSEN HLS DR S CHANHASSEN MN 55317-8108 SPRINGFIELD HOMEOWNERS ASSN C/O CONCIERGE ENTERPRISES 7100 MADISON AVE W MINNEAPOLIS MN 55427-3602 STACEY L JOHNSON 930 LAKE SUSAN DR CHANHASSEN MN 55317-9653 STATE OF MINNESOTA-DOT 395 JOHN IRELAND BLVD MAILSTOP 631 ST PAUL MN 55155-1899 STEPHEN C & JUDITH A SLACK 8675 CHANHASSEN HLS DR N CHANHASSEN MN 55317-9651 STEVE J & MARY A PANENO 8564 CHANHASSEN HLS DR S CHANHASSEN MN 55317-8108 STEVEN A & COLLEEN M SAPP 8669 CHANHASSEN HLS DR N CHANHASSEN MN 55317-9651 STEVEN D & CHRISTY A POPPEN 505 SUMMERFIELD DR CHANHASSEN MN 55317-7645 STEVEN D & DEBORAH L FUHRMAN 1031 LAKE SUSAN DR CHANHASSEN MN 55317-9337 STEVEN H & RUTH M VANCE 8588 CHANHASSEN HLS DR S CHANHASSEN MN 55317-8108 STEVEN L P & KELLY J SCHWEN 557 SUMMERFIELD DR CHANHASSEN MN 55317-7645 STEVEN P & SANDRA L NORDLING 281 GREENLEAF CT CHANHASSEN MN 55317-7631 STUART E & JULIE M BODMER 991 BARBARA CT CHANHASSEN MN 55317-9652 SUZANNE M LANO 8604 CHANHASSEN HLS DR S CHANHASSEN MN 55317-8108 TAE KYUN KlM 556 SUMMERFIELD DR CHANHASSEN MN 55317-7645 TERRELL L & COLLEEN K HELLAND 491 SUMMERFIELD DR CHANHASSEN MN 55317-7647 '04 ~4:57 I~:Shenehon Company F~×:6~2 344 ~635 PRGE 2 FILE No.894 04/20 April 20, 2004 Mr. Lcn Simich, AICP Southwest Metro Transit 13500 Technology Drive Eden Prairie, MN 55344 RE: PHASE I ANALYSIS OF POTENTIAL IMPACTS OF PROPOSED PARK & RIDE DEVELOPMENT AT THE INTERSECTION OF HIGHWAY #101 AND TIlE PROPOSED HIGHWAY #212 ON EXISTING RESIDENTIAL PROPERTY VALUES IN CHANFIASSEN, MINNESOTA Dear Mr. Simich: As requested, we have prepared a phase I analysis of the potential impact of the proposed park & fide development on property values of res/dent/a/properties along the south side of Lyman Boulevard, near Highway #101. As part of our phase I analysis involving the Park & Ride, we have reviewed the existing and historical zoning, the current and historical City of Chanhassen Comprehensive Plan, proposed sire plan of the Park & Ride and the adjacent freeway, and inspected the site and surrounding neighborhood. In addition, we have had conversations with individuals from the planning commission and prominent real estate agents serving the southwest metropolitan area to further understand the proposed development and its potential impact on nearby residential values. After reviewing this information, we also analyzed the appreciation rates of residential properties in like-kind neighborhoods near similar park & ride developments in contrast to tile appreciation rates within their corresponding cities to further exan-fine the effect of a park & ride on value~ if any. The proposed park & ride development shows a common development pattern for an area abutting a major interstate. Similar neighborhoods throughout the state have commercial properties immediately adjacent to major interstates with arterial roads, similar to Lyman Boulevard, separating them from residential developments. The residential developments generally begin with high density multi-family residential properties along the arterial road, gradually transitioning to single-family homes further away from the arterial road and the interstate. The commercial developments benefit from both the high visibility and serve as buffers to the residential uses from the freeway noise and view. The multi-family further buffers the single-family residential from freeway issues, and from the commercial areas. Furthermore, a 100-foot landscaped buffer between the townhomes and the rest of the neighborhood is part of the site's design to further alleviate any impacts on the nearby single- family homes. Recognizing the forthcoming development of Highway//212 through the subject neighborhood, the 10-acre parcel on which the park & ride is proposed is a prime site for commercial development, The park & ride development plan follows the typical development pattern, while minimizing the potential negative impacts of commercial use on the nearby single-family homes. FILE No.894 04/20 '04 14:58 [D:Shenehon Company FAX:612 344 1635 PAGE 3 Mr. Len Simich, AICP April 20, 2004 Page 2 The zoning of the' subject property is currently RSF, or Single-Family Residential District. However, dating back to the 1991 comprehensive plan, the site has been guided for mixed-use development. According the Chanhassen city planner, mixed-use development areas are primarily designed for neighborhood commercial or high density multi-farrfily residential. The proposed park & ride development includes approximately I0,000 to15,000 square feet of commercial space and a 45 to 50 unit townhouse complex. The proposed townhouses are high end "row homes", and would likely sell for between $200,000 and $250,000. The commercial space would likely be primarily comprised of a daycare facility and a small retail area serving the park & ride users and the neighboring community. Therefore, the proposed park & ride falls welt within the bounds of a mixed-use development and is generally a very Iow impact use. In addition, the park & ride has been designed in such a way that there will be very minimal impact on the traffic counts of the residential neighborhoods nearby. The buses will have direct access on to Highway//212 from the park & ride and will generally have no need to drive through the nearby neighborhoods. TO further understand the impact of the proposed development, we contacted a number of prominent real estate agents who serve the Southwest metro market and are familiar with the subject neighborhood. Their responses were consistent in that they all believe that, given the alternatives, the proposed development is the most un.intrusive for nearby homeowners. Also, the park & ride would provide convenient transportation for the nearby homeowners into the downtown areas and throughout the metropolitan area. One of the agents pointed out that the park & ride would produce higher levels of traffic in :the area only twice a day during the work week, in the morning and in the evening, whereas a retail development would generally increase levels of traffic consisten.tly throughout the entire day including the weekends. It is their general opinion that homes adjacent to park & rides are generally more desirable than homes adjacent to commercial developments. In addition to the research described above, we exam~ed the appreciation rates of properties in like-kind neighborhoods surrounding three similar park & ride facilities. Specifically, we looked at the Apple Valley Transit Station, Palomino Hills Park & Ride (Apple Valley), and the Savage Park & Ride. Using the Multiple Listing Service database, we found sales and resales of residential properties surrounding each of these park & rides and determined the appreciation rates accordingly. We then found the average appreciation rates for the cities in which the properties are located by using the average sale prices over the same time period. To fully understand the impact on property values, we examined the appreciation rates of properties before and after the park & ride was developed. We t'ound in all cases that the appreciation rates of properties were actually ~reater ager the park & ride was developed when compared to the city averages. In addition, we looked at individual properties that sold both before and after the park & rides were developed 'and found that they showed similar appreciation rates to the rest of the market. Our findirigs consistently showed that there was no measurable difference between the average appreciation rates of residential properties near park & rides and the average appreciation rates of all r~sidential properties in their respective cities. FILE No.Sg4 04/20 '04 14:58 ID:Shenehon Company 'Mr. Len Simjch, AiCP April 20, 2004 Page 3 FAX:612 344 1635 PAGE After reviewing all of the pertinent inl'ormation, int"erviewing various real estate agents, and analyzing appreciation rates of properties in similar, areas, it is our opinion that the proposed park & ride development will have no measurable negative impact on the property values of the nearby residences. Any diminution in value that could take place in the future is due solely to the construction of Highway ,0'212. in fact., the proposed park & ride development could poteatially have a positive impact on values by creating a buffer to the interstate, preventing higher impact development on the sight, and adding convenience to the homeowners in the area, If you have any questions, or would like to discuss the matter further, please do not hesitate to call us at (612) 333~6533. Sincerely, SHENEHON COMPANY 4 Stephen T. Hosch, MAI Senior Vice President FILE No.896 04/21 '04 08:17 ID:Shenehon Company FflX:612 344 1635 PfiGE 2 SHENEHON COMPANY lfi A BUfiIN!~,fiS AND REAL ]~&:TA'rE VALUATION FIRM serving both thc public and private sectors. Our geographic concentration is in thc Midwest, however, out services continue to cxp~ad throughout thc country. I~ The purpose of Shcnehon Cornpany is to prepare appraisals and market studies of real estate, busincsse~ and intangible right% and to provide our clienu with the specialized knowledge necessary to solve the many valuation problems that arise in the marketplace. ~ Our reputation of quality valuations is a tradition that began in x929, when the late EE, Shcnchon founded his real estate appraisal firm, In t946, his son, Howard, joined the finn, and in the mid-~95o's, assumed man- agement responsibilities. Since that time, the company has expanded to in- clude not only the appraisal of real estate, but also the valuation of business enterprises. I1 Shenehon Company continues that tradition by providing djemts with quality work prepared by an experienced staffof appraisers/analysts with a wide variety of e×pertise in the real estate and business valuation fields. This knowledge is achieved by incorporating extensive and continuot~s educ. a- tJon with actual field cxpcricnce. II The top associates have earned designa- tions from the following organizations: Cnunselors of Real Estate (ca.t); Appraisal Institute (~); Institute of'Business Appraisers (CSA); and the Paner- ican Society of Appraisers (^s^). The.se designations are highly recognized in the appraisal field. Other st~,ffappraisers ate c. andidatea for membevahip in the above-mentioned organizations as well as members of additional boards and associations. The firm's appraisers are licensed in the State of Minnesota as well as other states throughout thc country. Several members of the firm have earned postgraduate master's degrees in either real estate or busine.ts adminis- tration. 12 in addition to appraisal responsibilities, staff members serve as review appraisers, arbitrators, commissioners, special magistrates, mediators, and lecturers at various sen,.inars and courses for a number of educational organizations. Several staff members have also published articles in local and nadonal trade journals. Thc company has also earned a highly-respected repu- tation in the area of litigation, with several staff members involved in numer- ous landmark court decisious. FILE No.896 04/21 '04 08:18 ID:Shenehon Company FRX:612 344 1635 PAGE 3 REAL ESTATE Agricoltural Facilities Airplane Hangars Amusement Parks Auto Repalt Facilities Auto Dealerships Bank Facilitie$ Bars and Liquor Stores Bowling Alleys Car Washes Casinos Cement Plants Cemeted~ Child Ca. re Centers '(,)._th\l.l'l'y VAI. UA,TIONS. EXCI'iI'TIONAI., SI,'-P, VICI!. AND A LCiNG.S'I'ANI)IN(i I.')I~!J)ICA-I'I()N T(.) I N'I"F(i R ITY t-lAVE B El! N TIlE ('.(')R N E tkSTON tis IJP~.)N WI'tlCII WE }lAVE BIJIIJI' (.)UR FIRM.~ Churche~ Cxfld Storage Buildiaga Condominiums Conference Centers Contaminated Properties G~r~te Headquarters Department Stores Farms Fo~ Frocking Planu Food Stor= Fo~ies Funeral Hom~ Gasoline Stations Golf Courses Grain Elevators Gravel/Sand Operations Greenhouses/Nurseries HealfldFitness Clubs Historlc~al Properties Ho~pitals Hotels/Mo~els Industrial Facilities Instkudonal Buildings Jails FILE No.896 04/21 '04 08:18 ID:Shenehon Company FAX:612 344 1635 PAGE 4 Laboratories Landfill~ Lawn and Garden Facilkics Lumber Yards Marinas Medical Facilitie.~ Mini Scl£-Storagc Properties Mining Properric~ mu~cullls Mobile Home Parks Nursing Homes Office Buildings Off%e/Showrooms Of}ice Condominiums Outdoor Advertising Signs Pazking Ramps and Garages Public Buildings Racetracks Radio/TV. Stations Ready-Mixed Coucretc Properties Recreational Propcrtics/Rcsorrs Rehabilitation Facilities R~'sLauril. nts Right-o f-WaTs S~Ivagc Yards Schools Senior Housing Facilities Service Shopping Centers Ski Subdivisions and Land Development Subsidized Flousing 'l'heaters Truck Plazas Truck'Ierminals V:acanl Land Wetlands and Wildlife Pr=serv~ CONSULTING Condemnation,*; Development of Land and Buildings Environmental Is.~ue~ ~tar¢ Frc~s Fe~qiln[ity Studies Ft>rech}surc I~qnd Use Studies L~sc vs. Buy Anal~is M:~rket Value in "()[.I I~, U N I()..U il {.;()M P,I 'qAT iON C)F P, EAI ESTA'I'I} ANI) BIJSINI!.55 VAI.iJA'I'I(')Iq I.,~{I'I'R. II;NCt: AI.I.()WS lis '1-(') I'R(.)Vl Dli iNNOVA'i'IVli 5©LUTIONS TO 1)1FFIC[)IiI' VAI.[IATt()N I55111.:.};." New Construction Sale and Purchase Special A.~sessment Benefit Analysis Tax ,Appe~k Tax Increment Finandng Studies BUS[NF, SS ENTERPRISES .Advertising Companies Agricultural Businesses Amusement Parlus Apparel Compani~ Architectural Firms .Arena~ Auto Dealcrships and Fr~mchis¢.~ Bakeries Banks Bars :md Liquor Stores Boat Manuhc.turcrs FILE No.896 04/21 '04 08:18 ID:Shenehon Company FnX:612 344 1635 PAGE 5 Bowling Centers Brokerage Companies Car Washes Casinos CemendGravelJSand Companie-s Coal beasts and Mine~s Communic~tion Companies Computer Companies Consuuc. tion Companies Construction Machinery Companies Conceacts and Compensation Studies Convenience Stores Curtain Ma,~ufk¢turers Day Care Operations Development Companies Distribution Companies Dng, Food Manufacturer Drug Stores Dry Clem~ers and Laundries Elect ric~*l Companie. s Employment Search Companies Engineering Cnmpani¢= Equipment Companies Fabrication Companies Feed Mills Food P~oc. essors Foo~nr Companies Franchises Freezer Warehouses Gasoline m'~d Auto Repair Companies General and Limited Partnership Interests Golf Co,.,rsez Grain Elevators Hair Salons 1 lardw:~re Store.~ Heal~h/Fimess Club, Heat Trt~ndng Opcration~ "ADAPTING OLD TH EORIIiS FOIL NEW AI~PI.ICATIONS~ Holding Compani~ Home Health Cate Setvice~ Hotels/Motels Industrial Companies Insurance Companim investment Companies Laboratories and Research Companies Landtills Land Development Companie~ Lumber Mills Lumberyards Math inery Companies Management ComFani~s Manufacturers Representatives Manu factoring Companies Marinas Meat Processors Medical Practice. s Medical Service Companies Metalworking Machinery Companies Minh,g Companies Mo rtl;age CompaNes Moving and Storage Music Companies Non-prufit Cmmpanies Nursing Homes Oprkal Storm Outdoor &dvertising $ign~ Printing Companies Proce.~ing Companit~ Produc~ Companies Profe:~ional Prattles and Agencies P,blb:hh~g Companies R.V. Parks · ~o Stations Radio Towers 'Ranches Ready-Mixed Concrete Companies Rca] Estate Brokerage and Ma n ageanent Companies Reyit;l I.l.ran rs Retail Shops Retail and Wholesale Tire Centers Ricer/Showboau Sal~ Representative Companies Salvage Yards Sawmills Service Companies Shoe Companies Sign Companie-s Ski { ,odges Software Companies 'li~ch nolosy Companies Telephone Ser~,ic¢ Comp:mic~ Television Stations Theaters Tool an.d Die Operations Transportation t.7,o m panle~ Travel Agencies Treauncnt (-:enters Tracking Comp0 nie~ Utility Companies Veterinary C[inic~ Video Stores Warehousing Companies Waste Disposal Companies Wholesalers FILE No.896 04/21 '04 08:19 ]D:Shenehon Company FAX:612 344 1635 PAGE 6 BO~ STRACHOTA. )O~ LAPRAY, ~O[, ~OWN STEVE HOSCH, DA~KELL KO~HL1NQ~R, RO~IN ~OZELL[, SCOT TO~LSON. AND D~NNIS ~INGHAM INTANGIBLE PROPEKTY RIGHTS Access Rights Contr;zcD; Contract~ for Deed Ct~tomer or Subscription Li~ts D~e ~ys~ Development Agreements Development Righ= Emcments For~ ~ts Franchls=~ Gener~ and Limited Partnership Inceresu Going Con~rn Goodwill L~ehold Intercsu Licenses ~st Profit ~ysis Minori~ Inter.ts Patenu Royalties Tm Increment Financing A~eemenu Tradem~ Visibili~ ~ghts Water ~ghts ~nmg Chang~ FILE No.896 04/21 '04 08:19 ID:Shenehon Company Fnx:612 344 1635 PRGE 7 OUK 3M A,§.B. f',aplnd Managem-nt Alliant Tecbsy~tems Inc. American Exprcs, Financial Grnup AmeriPrid¢ Servi¢.¢s Inc. Archdiocese of'St. Paul and Minneapolls .Arthur An&rscn LLP Aspen Waste Systems, Inc. Associated Rank of Minnesota Aqgsburg College AVR, inc. Bust Buy, inc. BNC National Bamk of Minnesota Boise Cascade Corporation Boston Scientific SciMtd Breck Soho 91 Bremer Bank *~riggs and Morgan Brooklield Properties (US) LLC Brow ning-Ferris Indusmes Cargql, Inc. Garl;'*m Companies, Inc. Carvzr C>unry Catholic Charities oF the Archdit~c=se of'St. Paul and Mi. rmeapolis Century Bank, NA CittLank, NA City of' Bloomington City of ~dina Ci~/of Lino .I.akc$ City of ~chhdd City of lko~e~ iltc Cold Sp,ing Granite Company Co,.n age (';enter 2ra~<-t't'dlun, C;,pitd. Grotto CJ, tvi C~rporat:on Dorse,, & Whitney, LLP Ernst & ¥~m~g t'ahcon, lnc l-a-gtc & Reusing, I,LP Hmcs interests First Nadonal Bank of Waseca Firstar Frauenshuh Companies GE C:ipkal Corporation GMAC Commercial Mortgage Graco In(z. Gmssman Dealerships Hen I th rca_st Care System He,mcpin County Hillcrest Devdopment Holiday Companies Honeywell lntermqdonal Inc. Internal Revenue Service Jim l.l. Ipient Oldmtobile KKE Architects Koch Petroleum Group L.P. K. raus-anderson Construction Lend Lease Real Estate Lutheran Brothcrho~xl Malt-O-Meal Marquette Baltic McGough Companies MedtrmJc, Iac, Merril[ Lynch & Co., iuc. Metropolitan Airports Conmaission Miller & Schroeder Financial, lnc Minneapolis Community Development Agency Minneapolis I [c~rt [nstitutc Fou,~datio/. Minneapolis Park & g. CCrearir..n board Minnesota Dc?artment of 'Iral~sportatioa Mu:ual ofN~w Y',rk National Pre-sm h,duqtrial Nordqnis, Sign Company Northland/Marquette Capital Group NO rthw~t .Al rtines/KI_aV[ Opus Group of Companies Park Nicollet Medic, si Center Prudential PCG/PMCC P .J. Steichcn & Co. Reliant Energy Minnegasco Richfield Bank & Trust Co. Robins Kapl~u't Milker & Ciresi LLP Ron Clark Constru,:tlon & Design RREEF P, yan Companies U.S., Inc. Sc. hmitt Music StarTribun¢ SurMoc[ics, Inc. TOLD Dcvdopment ILS. Bancorp PiperJaffray, Inc.' U.S. Bureau of Mines U-S. Department o£Justlce U_S. Department nY the Treasury U.S. Fish and Wildlife Service U,S. Realty Advisors, I.I..C Union Labor Life Insurance Co. Wells Fargo Bank Minnesota, University of St, Thomas University ofM innmota FILE No.896 04/21 '04 08:19 lD:Shenehon Company FRX:612 344 1635 PAGE 8 ,,BIOGRAPHICAL DATA A_ND EDUCATION Bom md raised in Columbia Heights, Minnesota, and gradua~l from Columbia Heights High School. ARcaded St. Cloud Sta~ University and graduated with a bachelor of science degree in real estate with aa emphasis in appraisal. Successfully completed numerous real estate appraisal courses offered by the Appraisal. Institute, and have attended ~everal seminars covering specialized appraisal topics, some of which ar~ highlighted below: Legal Issues ia Yaluation - March 2003 2nd Annual RERC Industry Outlook - lamary 2002 Real Estate Outlook for 2003 - December 2002 Real Esta~ Outlook 2002 - December 2001 Eali.nent Domain - Oc~ber 2002 E~linent Domain - October 2001 Commercial Real Estate Financing - March 2002 PROFESSIOI~L QUALIFICATIONS OR,ASSOCIATIONS Cerfilied General Real Property Appraiser Liccus~ Appraiser - State of Minnesota, License #4002903, Expires August 31, 2005 Member - Appraisal Iastitute (MAD The Appraisal Institute conducts a mandatory program of continuing education for its designated members. MAI's and RM's who meet ~e minimum standards of this program are award~ periodic ~ucafional certification. I am currently cerffie, d under thc Appraisal I~sfimte education program through December 31, 2006. Member - Minnesota Shopping Center Association (MSCA) PROFESSIONAL E~[PER1ENCE Shenchon Company, Minneapolis, Minnesota Senior Vice President - Dkector of Real Estate, since November 2003; Share. holder Senior Vice President - Co-Director of Real Estate, September 2002-November 2003; Shareholder Vice President - Co-Director of Real Estate, April 2001-September 2002; Shareholder Appraiser/Analyst from J~ne ),991 to March 2001 Duties and Respons~ilifies: Prepare professional valuations and market analysis of real e~tate and intang~le propexty rights. Assignments involve allmerous types ofcommcrcia!, multiple family, industrial, and special purl~se properties, The speei~ purposes of these assignments have included highest ami best use studies, mortgage financing, cOOdemnafiOn, tax abalement proceedings, feasibility analysis, investment counseling, potential sales and purchases, lease and rental analyses, banla'uptcy proceedings, charitable donations, internal management decisions, special assessment appeals, gift tax, and allocation of purchase price, coun experience involves t~stif3,Lag at commission hearings and depositions, preparaxioo of affidavita, and providing litigation support. AUTHOIUCO-AUTHOR_Q.R GUEST SPEAKER OF: "Challenging Issues in Commercial ~ Industrial Valuation,' Commerdal Real Estate Financing Conference~ March 13, 2002 "Market Valuation & AppraiSals,' Minnesota Commercial Association of Realtors, January 22, 2002 'Fundamentals of Special Assessments in Appraisal,' Valuation Viewpoiat~ Spring 1999 ~A Perspective on gubdivision Appraisal,' V~luation Viewpoint, Winter 1997 p. ARTIAL,..C.L,.!ENT LIST Allina Hospitals & Clinics Anthony Ostlund & Ba~r Assoeia~l Bank Barm Guzy & Steffen Best Buy CorporatiOn Blease Law Firm Brfggs & Morgan B,aiiclers Der. & Finance City of Coo~ Rapich; City o~ Eagan City of Mi~n~apolia City of Mianeto~ka City of New Rope City of Res~vill~ City of 5'hoveview Crown Bank CSM Corporation F~,egre & Ber~ot~ Predrilcson & Byron tt.U,D. Ftoma & Michales liennepin County Regional R~ilw~y Authority Hinslutw & Culbcrtsoll Internal R~vcnue Service Kelly & Fawcett Krans-Anderson Leonard. Street & Deinard Lindquis~ & Vennum Landgren Brother~ Conswuc6on Malkerson Oillilan~l &Martia Mctropollta~ Airports Commission Opoenheimer, Wolff & Donnelly Opus Group of Cos. ~tersoa. Fram & Bergmaa Robert Muff Co. Robins. Kaplan, Miller & U~ S~s J~ D~nt U~v~ni~ of Mi~so~ U~verai~ of St. Walls Fargo & Co. WgI~ ~ L~ Co,any FILE No.896 04/21 '04 08:20 [D:Shenehon Company FAX:612 344 1635 PAGE 9 Z 0 Z BIOGRAPHICAL D~,TA AND EDUCATION B~rn and raised in Milwaukee. Wiacomln. Graduated from Marquette Univenity High School in Milwaukee. Rdocated to tt~ Twin Cities axxl graduated from the University of St. Thomas in St. Paul. Awaxd~d a bachelor of arts degree in fumnce with honorable distinction, Holds a permanent membership in Delta F,l)silon Sigma, a N~onal College Honor Society. Awarded a master of business administration degree from th~ University of Minnesouc Awarded the disfinguish~ alumni award by the University bf St. Thomas for CorponUe and Comtmm~ Respons~fl~. Inducted into the College of Fellows in the Institute of B~iness Appraisers. Successfully completed numerous appraisal courses and seminars which have been sponsored by the Appraisal Institute, the institute of Businoss Appraisers, tho Minnesota Association of Professional Appraisers (MAPA), the Ameri~lll ,~x:iety of Re. al ~state Cotmselors, the Hennepin Cotmty hat Association, NAIOP, the American Institute of CPAs, and other professional groups, PROFESSIONAL QUALWICATIONS OR ASSOCIATIONS Counselor of Real Estate - American Socieqr of Real Estate Counselors (CRE) Member - Appraisal Institute (MAI) - Certified through Docember 31, 2007 Member - Institute of Business Appraisers (MC}IA) (BVAL) 07~llow) Industrial Ore_animation Economist Associate - American Bar Association (ABA) Member - National Association of Industrial and Office Properties - Minnesota ChapteA' (NAIOP) Member - Urbmu Land Institute (UL1) Member - Building Owu~rs and Managers Association - Greater Minneapolis Chapter (BOMA) Member - Commissioner of Commerce Task Force for Appraiser Liceusing - 1990 NAIOP Judges Panel for Building Awards Member - Lauxbda Alpha International - Honorlo'y Land Economics Society .C. ERTIFIED ~uND LICI~ED APPRAISER Licensed Appraiser - State of Minnesota, License #4000882, Expires August 31, 2005 Licensed Appraiser - State of Arizona, Li~nse $30727, Expires January 31, Licensed Appraiser - Sra~ of Wisconiin, Lice~;e #585-010, Expir~ Docamber 31, 2005 Licaused Appraiser - State of South Dakota, License//585CG-2004R, Expires September 30, 2004 Licensed Appraiser - State of Colorado, License #CG40027370, Expires December 31, 2005 Licensed Appraiser - State of F']orida, License ffRZ0002662, Expires November 30, PROFESSIONAL EXPERLENCE Shcaze..hon Company, Shareholder, since October 1980: President since 1985, Patchin Appraisals, Inc., Ma.uager from February 1978 to September 1980, Shenehon-Ooodlund and Associates, Inc., Appraiser from May 1975 to r~bmary 1978. Duties and Responsibilities: Prepare professior~l valuations and market analysi~ of r~al estate, bush.ess enterprises and intang~le property fights. Assignments have involved ~merous types of real estate properl~s and businesses. Tbese assignments have included highest and best use studies, mortgage financing/reeapiudizatioa, condenmation, marriage dis~otufion, economic loss analysis, tax ahatemcnt proceedings, feasibility analysis, investment coumeling, potential sales and pureh~ses, lear~ and r~ntal analyses, bankr,~ptcy proceedings, charitable donations, internal management decisions, easements, special assessmerit appeals, ~llocation of purcl~ase pric~, going public or private, lost profits analyses, e~ate planning, gift lax, ESOP/ESOT, rights-of-way, valuation of limi0xl and general parm~r interests in real estatg and business partnerships, 'and insuranc~ i,,xlemnific~ion. Teaching experience ha~ ~ with the Board of Realtors in the University of Minnesota Ext~ion and as an adjunct professor and ler. Xurer at tim Univers~ of St. Thomas and the University of Minnesota degree prognuns. Court experience involves testifying at various commission hearings, district courts, tax courts, anti federal courts throughout the U.S. Writing experience includes numerous published articles in vaxious local and national trade journals. A~bilxation and commissioner experience involves acting as a court approv~l arbitrator, commissioner or magistrate on nnmero~s real estate and business valuation dispu~. Investment experience has involved a variety of business antl real esta:e assets. Appraisal experian~ k~ been throughout ttm U.S. (over 25 states) and Canada. PART!~L cLma'r L~ST 3M Corporation Equitlbl~ Life l~$~ra~m~ Malt-O-M~l S~uModk:$ Alllauz FaeSre A I~uson blanluette Bank T~k,'li~t Auc~ricau P..xpr~ss. IDS Fedet~l Aviation Association M~'flll l.,yne, h-Hubl~r~ United ~m Army Am~riPride Servlet:s Federal Reag'~,e Bank Me~litan Aiq~om C,3fiiiii~,$10~ United ~ ~[fl:~ & W-fldllfe Bank of Mu.au~mi First Chlca$o B~nk Mun.0ngwcar U~it~ Be~t Buy Pirst~r Na. fio~l Ptel;~O Unilg4 ~toS Posl Of[i~ ' Carg~ GE Capital Opus Group of Cos. UaiVerSRy of MinnesOta Catholic Cl~artti~ Gerald Hines lrlteffest~ Pacific G~ & P. Jectric Uulv~'sity of St, Thoix~.s Citlco~ OMAC Mortgage Principal pi~n~ial Group W'.R. Orac~ Corapa~ Ci~ of Minmapoli$ HUD Rahr MalUug Comp~uy Waigrseu Drug Stores CSM Corl~r.~o~ H~ris I~nk RF~F~t~ Waycros~ Dy'airs;he ~ Tr~st Compal~' H~,la~pln & R~,ms~y Counties kyan Com:pa:~s Wella ~,r~0 & Domilllum Oroop IB~:ri~l R~V~fI~J~ ,,qervl~ sail Diego (3as & Dotty & Whitney },P. Morgan ~ Sehmiti Music Xr~l Eaton Cotpt. n'~tion Kraus Anderson ScJMed Life Sysvm'a YMCA TRAFFIC STUDY FOR PROPOSED TRANSIT-ORIENTED FACILITY IN CITY OF CHANHASSEN Prepared for: SOUTHWEST METRO TRANSIT Prepared by: BENSHOOF & ASSOCIATES, INC. May 2004 CONTENTS LIST OF FIGURES ............................................................................ SUMMARY .................................................................................... PURPOSE AND BACKGROUND Proposed Development Characteristics ............................................. 1 EXISTING CONDITIONS AND PLANNED FUTURE ROADWAY CHANGES .......................................................... 3 TRAFFIC FORECASTS Trip Generation ........................................................................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 Page ii iii Traffic Study for Proposed Transit-Oriented Facility in Chanhassen -i- May 2004 LIST OF FIGURES Figure 1 2 3 4 5 6 7 9 Page PROJECT LOCATION .......................................................... 2 TRIP DISTRIBUTION FOR PARK/RIDE ................................... 5 TRIP DISTRIBUTION FOR RETAIL/DAYCARE ......................... 6 TRIP DISTRIBUTION FOR RESIDENTIAL ............................... 7 WEEKDAY A.M. PEAK HOUR VOLUMES .............................. 9 WEEKDAY P.M. PEAK HOUR VOLUMES ............................... 10 WEEKDAY A.M. PEAK HOUR LEVELS OF SERVICE ................. 13 WEEKDAY P.M. PEAK HOUR LEVELS OF SERVICE ................. 14 RECOMMENDED ACCESS PLAN .......................................... 16 Traffic Study for Proposed Transit-Oriented Facility in Chanhassen -ii- May 2004 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: ^) 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 mm 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 ~vill 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 Transit-Oriented Facility in Chanhassen -iii- 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/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. Traffic Study for Proposed Transit-Oriented Facility in Chanhassen -t- May 2004 FUTURE TH 101 · INTERCHANGE PROJECT LOCATION i APPROXIMATE SCALE ! zO SOUTHWEST METRO TRANSIT & ASSOCIATES, INC. TRANSPORTATION ENGINEERSAND PLANNERS TRAFFIC STUDY FOR PROPOSED TRANSIT- ORIENTED FACILITY IN CHANHASSEN FIGURE 1 PROJECT LOCATION 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 onTH 101: · TH I O1/TH 312 north ramps. This intersection will provide one eastbound left turn lane and one shared through/fight turn lane on the west approach, two left turn lanes, one through lane, and one fight turn lane on the east approach, and one left turn lane, two through lanes, and one fight turn lane on the north and the south approaches. Traffic signal control will be provided at this intersection. · TH lO1/TH312 south ramps. This intersection will provide one left turn lane and one fight 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 lOl/Lyman Boulevard. This intersection will provide one eastbound left turn lane, one through lane, and one fight turn lane on the east and the west approaches and one left turn lane, two through lanes, and one fight 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 Transit-Oriented Facility in Chanhassen -3- May 2004 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 trips are calculated by reducing the gross total trips 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 Transit-Oriented Facility in Chanhassen -4- May 2004 FUTURE TH 101 10%' 15% 20% I APPROXIMATE SCALE 0 3000' SOUTHWEST METRO TRANSIT INC. TRANSPORTATION ENGINEERS AND PLANNERS TRAFFIC STUDY FOR PROPOSED TRANSI% ORIENTED FACILITY IN CHANHASSEN FIGURE 2 TRIP DISTRIBUTION FOR PARK/RIDE FUTURE TH 101 35%' 25% C_.N:IVER N ' t IAPPROXIMATE SCALE ~_~..~ !~ o ~ooo, SOUTHWEST METRO TRANSIT INC. TRANSPORTATION ENGINEERSAND PLANNERS TRAFFIC STUDY FOR PROPOSED TRANSI% ORIENTED FACILITY IN CHANHASSEN FIGURE 3 TRIP DISTRIBUTION FOR RETAIL/DAYCARE FUTURE TH 101 45% 10% i/ APPROXIMATE SCALE SOUTHWEST METRO TRANSIT & ASSOCIATES, INC. TRANSPORTATION ENGINEERSAND PLANNER~, TRAFFIC STUDY FOR PROPOSED TRANSI~ ORIENTED FACILITY IN CHANHASSEN FIGURE 4 TRIP DISTRIBUTION FOR RESIDENTIAL 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 Transit-Oriented Facility in Chanhassen -8- May 2004 LYMAN BLVD. 10/10 1` 10/10 11/11 ,j, 391/423 1' 40/93 67/67 , 10/10 - 10/10 109/139 TH 312 NORTH RAMPS 1' 112/112 11/240 TH 312 SOUTH RAMPS 1' -/125 R-IN/R-OUT 39/68 40~83 J 238/238 -/28 m 119/119 I N t NOT TO SCALE I I 2011 NO-BUILD 2011 BUILD 2/3 1' 227/235 > 9/11 LU UJ 1/1 98/122 4/4 SOUTHWEST METRO TRANSIT TRAFFIC STUDY FOR PROPOSED TRANSI% ORIENTED FACILITY IN CHANHASSEN FIGURE 5 WEEKDAY A.M. PEAK HOUR VOLUMES LYMAN BLVD. 10/10 I' 10/10 ) 10/10 4, 22/22 - 10/10 358/380 ;~,-- 1' 82/82 4, 10/72 t? TH 312 NORTH RAMPS TH 312 SOUTH RAMPS 329/338 1~ 50/70 > 152/152 4, 1' -/268 39/42 < 40/107 4, 198/290 R-IN/R-OUT 166/166 :) N t NOT TO SCALE I I 2011 NO-BUILD 2011 BUILD ,:5 5/6 140/157 21/25 1' 2/2 < 263/267 4, 10110 SOUTHWEST METRO TRANSIT TRAFFIC STUDY FOR PROPOSED TRANSI~ ORIENTED FACILITY IN CHANHASSEN FIGURE 6 WEEKDAY P.M. PEAK HOUR VOLUMES 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 Transit-Oriented Facility in Chanhassen -11- May 2004 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 Transit-Oriented Facility in Chanhassen -12- May 2004 LYMAN BLVD. J,I,L D/D C/C c/c --~ SL J,I,L D/D B/C NA ~ LLI 1' B/B < C/C ~ D/D TH 312 NOTTO SCALE NORTH RAMPS 1' NA ~ D/D TH 312 SOUTH RAMPS t? I 2011 BUILD XX/XX 1' -/B R-IN/R-OUT B/B DID D/D LU O -lA NA J,I,L NA > NA NA > / LI.I IJ.I 1' NA < NA ,J, NA SOUTHWEST METRO TRANSIT & ASSOCIATES, INC. TRANSPORTATION ENGINEERS AND PLANNERS TRAFFIC STUDY FOR PROPOSED TRANSI% ORIENTED FACILITY IN CHANHASSEN FIGURE 7 WEEKDAY A.M. PEAK HOUR OF SERVICE LYMAN BLVD. D/D C/C c/c -'-j, J,I,L c/c C/C NA w I' NA < C/C 4, c/c 1' NA 4, c/c 1'1-' 1' B/B < C/C 4, c/c TH 312 NORTH RAMPS TH 312 SOUTH RAMPS R-IN/R-OUT uJ O NA > · -/A - NA N t NOT TO SCALE -- 2011 NO-BUILD 2011 BUILD J,I,L NA '1' _J uJ w 1' NA < NA J, NA SOUTHWEST METRO TRANSIT INC. TRANSPORTATION EN61NEERS AND PLANNERS TRAFFIC STUDY FOR PROPOSED TRANSIT- ORIENTED FACILITY IN CHANHASSEN FIGURE 8 WEEKDAY P.M. PEAK HOUR LEVELS OF SERVICE 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 95th 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 fight turn access on TH 101 and the full access on Lyman Boulevard. As indicated in Figure 9, the fight turn access can be provided anywhere between the two locations shown. These locations represent a 75-foot "window" in which the fight turn access can be provided without reducing the turn lane lengths for the northbound fight turns on TH 101 at the fight 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 Transit-Oriented Facility in Chanhassen -15- May 2004 Z o Z® I.l.I I..- ~o LI.I T I-- Z 0 UJ Z n- I-- I-- "r F- I- 0 7 Chanhassen Park and Ride Chanhassen, Minnesota ENVIRONMENTAL ASSESSMENT Noise and Air Quality Prepared for the LSA Design, Inc. by David Braslau Associates, Inc. 17 May 2004 Table of Contents Chanhassen Park and Ride Environmental Assessment 1.0 2.0 2.1. 2.2. 2.3. 3.0 3.1. 3.2. 3.3. 4.0 INTRODUCTION ............................................................................................................. 1 NOISE IMPACT IMPACTS ............................................................................................ 4 Noise Sources .................................................................................................................. 4 Methodology and Assumptions ....................................................................................... 4 Noise Model Results ........................................................................................................ 6 AIR QUALITY IMPACTS ............................................................................................. 10 Methodology and Assumptions ..................................................................................... 10 Carbon Monoxide Modeling Results ............................................................................. 11 Diesel Engine Emissions for Model Year 2007 and Later ............................................ 12 SUMMARY OF FINDINGS AND CONCLUSIONS ................................................... 13 David Braslau Associates, Inc. Chanhassen Park and Ride Environmental Assessment List of Figures Figure 1.1 Figure 1.2 Figure 2.1 Figure 2.2 Figure 2.3 Location of the Site Relative to the TH 212/TH 101 Interchange .....................2 Schematic of Bus Movements at the Facility ....................................................... 3 Roadway Geometries and Receptor Locations ................................................... 5 L10 Contribution by Roadway Group ................................................................. 8 L10 With and Without the Park and Ride Facility ............................................ 9 David Braslau Associates, Inc. Chanhassen Park and Ride Environmental Assessment List of Tables Table 2.1 Table 2.2 Table 3.1 Table 3.2 Predicted AM (6-7 am) Noise Levels (dBA) ........................................................ 6 Predicted PM (5-6 pm) Noise Levels (dBA) ........................................................ 7 Predicted 1-Hour Carbon Monoxide Concentrations (ppm) ........................... 11 Predicted 8-Hour Carbon Monoxide Concentrations (ppm) ........................... 11 David Braslau Associates, Inc. Chanhassen Park and Ride Environmental Assessment 1.0 INTRODUCTION This environmental assessment addresses potential noise and air quality impacts from the proposed Chanhassen Park and Ride facility to be located in the southeast quadrant of the future TH 12/312 interchange in Chanhassen, Minnesota. The facility will serve eight buses during the AM and the PM peak hours, with a maximum of two buses idling for approximately five minutes as it discharges or picks up passengers. Because of the interchange configuration, buses during the AM period will enter and depart along the northern access serving the facility. During the PM period, buses will circle the parking ramp area to return to TH 101. The two-level parking ramp will accommodate up to 800 vehicles. It is assumed for a worst case scenario that all these vehicles will access TH 101 from Lyman Avenue and use the roadway along the east side of the park and ride to access the parking ramp. In addition to transportation- related land uses, new residential development within the site is proposed. These may include for-sale condominium and rental units. Location of the site relative to the TH 101 interchange and adjacent residential land uses is shown in Figure 1.1. A schematic of bus movements through and around the facility is shown in Figure 1.2. Section 2.0 of the report addresses noise impacts associated with the proposed facility. Section 3.0 of the report addresses air quality impacts (primarily Carbon Monoxide) associated with the facility. Section 4.0 of the report summarizes the findings and conclusions of this assessment. David Braslau Associates, Inc. Page 1 Chanhassen Park and Ride Environmental Assessment 2 LEVEL PARKING DAY, PLAY CARE LYMAN AM BUS PM BUS i LSA Design, Inc. David Braslau Associates, Inc. Charthassen Park and Ride ENVIRONMENTAL ASSESSMENT FIGURE 1.2 Schematic of Bus Movements at the Facility Chanhassen Park and Ride Environmental Assessment 2.0 NOISE IMPACT IMPACTS 2.1. Noise Sources A number of roadways in the area as well as the Park and Ride facility will contribute noise to adjacent land uses. These include the future TH 212 Eastbound and Westbound lanes as well as the on- and off-ramps associated with the highway. Traffic along TH 101 and to a much lesser extent traffic along Lyman Avenue will also contribute to noise. Sources of noise from the Park and Ride facility will include buses entering and leaving the facility. It is assumed that buses will not use the high idle mode when waiting, picking up or discharging passengers, so that bus idling is not anticipated to add significantly to the noise level. In addition to buses, up to 400 vehicles may enter or leave the parking ramp during the peak AM or peak PM hour, traveling along Lyman Avenue and the roadway along the east side of the Park and Ride facility. 2.2. Methodology and Assumptions The assessment compares noise levels with the Minnesota noise standards for residential land uses shown in Table 1.1. The L10 metric represents the noise level not to be exceeded for 10% or six minutes of an hour. The L50 metric represents the level not to be exceeded for 50% or 30 minutes of an hour. Table 2.1 Minnesota State Noise Standards Noise Area Daytime (0700-2200) Nighttime (2200-700) Classification (Sound levels in dBA) (Sound levels in dBA) Noise Metric L10 I L50 L10 I L50 1 (residential) 65 60 55 50 2 (commercial) 70 65 70 65 3 (industrial) 80 75 80 75 Source: Minnesota Rules 7020.0040 The FHWA highway noise model has been used to estimate noise levels for the AM and PM periods at sensitive locations adjacent to the facility as well as future residential uses that are to be constructed in conjunction with the facility. For the model, a specialized vehicle representing a bus has been used. This source assumes a higher noise level at lower speeds as the bus accelerates and a lower noise level as the bus reaches higher speeds, which is a reasonable representation of noise from buses expected to use the facility. Since these sound levels are based upon extensive data collected from urban transit buses, projected noise levels associated with buses that will actually use the facility may be overstated. The roadway geometries and receptor locations use for the noise analysis is shown in Figure 2.1. AM and PM traffic volumes obtained for a previous study of air quality at interchanges along TH 212 were used in the model. As noted above, for the AM period, buses are assumed to enter the north access directly from TH 101, pick up passengers and then enter the eastbound on ramp to TH 212 directly. For the PM period, buses are assumed to enter the north access from TH 101 but then circle the parking ramp to the south to return to TH 101. David Braslau Associates, Inc. Page 4 Chanhassen Park and Ride Environmental Assessment An extensive buffer east of the facility is proposed that will provide approximately a 100 foot deep belt of evergreens of different sizes to provide a dense area of vegetation that will reduce sound levels approximately 3 dBA. The bus waiting area and parking ramp will provide some shielding of noise to the south, where a day care facility and residential units are proposed. 2.3. Noise Model Results Predicted noise levels for the AM or 6-7 am period are presented in Table 2.2. It should be noted that these noise levels are due primarily to background traffic, since bus activity during this time period will occur at the northern access roadway only. Table 2.1 Predicted AM (6-7 am) Noise Levels (dBA) Receptor Site [ L10 I Standard I L50 [ Standard #1 Bus Waiting Area 69.5 70 60.3 65 #2 Day Care Playground n.a. n.a. n.a n.a. #3 Apt/Condo (north) 62.2 55 59.2 50 #4 Apt/Condo (south) 61.2 55 58.4 50 #5 Home (north) 58.9 55 55.2 50 #6 Home (south) 57.0 55 54.4 50 The bus waiting area, which will be exposed to bus noise, falls under the NAC-2 land use classification and is expected to comply with the noise standard for this type of land use. The Day Care Playground is normally not intended for use from 6 to 7 am. However, all of the residential land uses are expected to exceed the nighttime noise standards because ambient noise from the interchange, TH 101 and motor vehicles accessing the parking ramp. Receptor Site #5 Home (north) which is located immediately east of the parking ramp will experience only a limited increase in noise from the facility since no buses will be using the east roadway to travel south and back to TH 101, as will occur during the PM period. Throughout the Metropolitan area, residential land uses adjacent to transportation facilities are normally exposed to noise levels over the "nighttime" standards during the 6-7 am period. Exceptions to the Minnesota rules will permit construction of residential land uses at this site providing certain conditions are met as noted below. Under exceptions contained in Minnesota Rules, commercial noise standards (NAC-2) or an [,50 of 65 dBA can be applied to a residential land use providing the provision in the rules can be met. The applicable provisions of Minnesota Rule 7030.0050 are presented below. Subp. 3. Exceptions. The noise area classification for a land use may be changed in the following ways if the applicable conditions are met. B. The standards for a building in a noise area classification 2 shall be applied to a building in a noise area classification 1 if the following conditions are met: (1) the building is constructed in such a way that the exterior to interior sound level attenuation is at least 30 dB(A); David Braslau Associates, Inc. Page 6 Chanhassen Park and Ride Environmental Assessment (2) the building has year-round climate control; and (3) the building has no areas or accommodations that are intended for outdoor activities. Any new home or residential unit constructed to comply with the Minnesota energy code will likely comply with the first two conditions listed above. Outdoor areas associated with homes are not normally intended for use between 6-7 am when the highest "nighttime" levels occur. Therefore, it is expected that residential land uses can be constructed on the site that will comply with the Minnesota noise standards. Predicted noise levels for the PM (5-6 pm) period are presented in Table 2.3. Table 2.2 Predicted PM (5-6 pm) Noise Levels (dBA) Receptor Site [ L10 [ Standard I L50 I Standard #1 Bus Waiting Area 69.4 70 60.0 65 #2 Day Care Playground 68.7 70 59.6 65 #3 Apt/Condo (north) 67.2 65 59.2 60 #4 Apt/Condo (south) 63.0 65 59.5 60 #5 Home (north) 63.1 65 55.4 60 #6 Home (south) 59.3 65 55.4 60 Both receptor #1 and #2 are classified under NAC-2 and will therefore comply with the noise standards. Only the apartments or condominiums that are located along the access roadway used by buses to return to TH 101 will experience a noise level over 65 dBA. However, with appropriate design, planned outdoor uses that are located south of the buildings, rather than on the access roadway, should ensure compliance with the daytime standards. The contribution of individual roadways was also evaluated for the PM Peak Hour, where buses travel through the facility rather than only on the north access roadway. The relative L10 contributions for individual roadways or roadway groups are presented in Figure 2.2. Only #3 Apt/Condo (north) is estimated to exceed the NAC-1 (residential) daytime standard (Receptors #1 and #2 fall under NAC-2). However, it can be seen that this exceedance is not caused directly by passing buses but indirectly by the sum of noise from buses as well as a large number of other sources, especially TH 212 EB and TH 101. Therefore, buses are not the sole reason for this slight exceedance of the noise standard. A comparison of predicted L10 levels at the six receptor sites with the Park and Ride facility and the predicted ambient level (i.e. without the bus facility) in 2025 is shown in Figure 2.3. It can be seen that sites #1, #2, #3 and #5 will experience the greatest increase in level (3 to 5 dBA) since there are closest to buses that will pass through the facility. Sites #4 and #6, as well as areas south of Lyman are expected to experience increases of less than 1 dBA. David Braslau Associates, Inc. Page 7 Chanhassen Park and Ride Environmental Assessment 3.0 AIR QUALITY IMPACTS 3.1. Methodology and Assumptions The air quality analysis of Carbon Monoxide, the most common pollutant considered for local impact analysis of transportation systems, is based upon an extended model developed as part of the Environmental Assessment update for the TH 212 corridor. That model, as was done for the noise analysis discussed above, considered the entire interchange and related roadways. The addition of the bus and automobile access roadways (as well as the parking ramp) completed the model used here for analyzing potential air quality impacts of the Park and Ride facility. The roadway system and receptor site locations for the air quality analysis was identical with that shown in Figure 2.1 Since detailed traffic volumes were available for the 2007 projection year, that year was also selected for the analysis of the Park and Ride facility. Buses using the facility as well as automobiles traveling to and from the parking ramp were superimposed on this background traffic to determine overall air quality levels. For the air quality analysis, it was assumed that, during the PM Peak Hour, eight buses entered the facility from TH 101 and circled the parking ramp to reach TH 101, where they traveled north to the westbound on-ramp for TH 212. To ensure a conservative estimate of Carbon Monoxide concentrations and a worst case scenario, it was assumed that the eight buses idled for the entire hour. It was also assumed, as a worst case scenario, that 400 vehicles, or half the parking capacity, depart the parking ramp depart during the PM Peak Hour, exiting to the east roadway, then traveling south to Lyman Avenue and back west to TH 101. Worst case Carbon Monoxide concentrations were estimated at each of the six receptor sites along with the wind direction that yielded these concentrations. In addition to the roadway emissions model, an area-source model was used to estimate emissions and concentrations associated with the parking structure. The EDMS (Emission and Dispersion Modeling System) model developed for the Federal Aviation Administration permits the evaluation of parking lots of this type and was used for this analysis. The wind direction yielding worst case roadway concentrations at each receptor was then used to determine the concentration (with that wind direction) at each of the receptor sites. These two values were then combined and added to an assumed background concentration that was determined from extensive MnDOT monitoring data around the Twin Cities Metropolitan Area. The analysis was performed for both a 1-hour and an 8-hour period, since the 8-hour standard of 9 ppm is much more critical than the 1-hour standard of 30 ppm. The 8-hour concentration was estimated using an adjustment factor of 0.70 that is the commonly accepted practice for highway air quality studies. David Braslau Associates, Inc. Page 10 Chanhassen Park and Ride Environmental Assessment 3.2. Carbon Monoxide Modeling Results The predicted 1-hour Carbon Monoxide concentrations are presented in Table 3.1. Table 3.1 Predicted 1-Hour Carbon Monoxide Concentrations (ppm) Receptor Site I Roadway ] Parking I Background [ Total #1 Bus Waiting Area 0.65 0.50 1.13 2.28 #2 Day Care Playground 0.46 2.08 1.13 3.67 #3 Apt/Condo (north) 0.69 1.47 1.13 3.29 #4 Apt/Condo (south) 0.47 1.14 1.13 2.74 #5 Home (north) 0.48 0.50 1.13 2.11 #6 Home (south) 0.51 1.07 1.13 2.71 MPCA Standard 30.00 Note: ppm = parts per million It can be seen that the maximum Carbon Monoxide concentration is approximately 12% of the 1-hour standard and all concentrations are well below the 1-hour standard of 30 ppm. The predicted 8-hour Carbon Monoxide concentrations are presented in Table 3.2. The 8-hour parking concentrations are considerably lower than the 1-hour, since little activity is assumed for the seven hours prior to the PM Peak Hour. The maximum 8-hour concentration is approximately 18% of the 8-hour standard, but all concentrations are also well below the 8-hour standard of 9 ppm. Table 3.2 Predicted 8-Hour Carbon Monoxide Concentrations (ppm) Receptor Site I Roadway I Parking I Background [ Total gl Bus Waiting Area 0.46 0.11 0.79 1.35 #2 Day Care Playground 0.32 0.44 0.79 1.55 #3 Apartment (north) 0.48 0.31 0.79 1.59 #4 Apartment (south) 0.33 0.24 0.79 1.36 #5 Home (north) 0.34 0.11 0.79 1.23 #6 Home (south) 0.36 0.23 0.79 1.38 MPCA Standard [ I I I 9.00 Note: ppm = parts per million Therefore, no significant adverse impacts on Carbon Monoxide concentrations are anticipated from the proposed Park and Ride facility. The issue of potential particulate emissions and odor is discussed below. David Braslau Associates, Inc. Page 11 Chanhassen Park and Ride Environmental Assessment 3.3. Diesel Engine Emissions for Model Year 2007 and Later New emission standards have been adopted for diesel engines manufactured and fuel sold for model years 2004 to 2006. For the Model Year 2007, the standards are more stringent. Actual particulate emissions will depend upon the make and model year of the buses to be used at the Park and Ride facility. Since the facility will be operated in conjunction with the new TH 212, it is anticipated that particular emissions from buses using the facility will be lower that with current equipment. Since odor associated with diesel exhaust is primarily related to particular emissions, it is anticipated that odors associated with bus activity at the Park and Ride facility will be even lower than might occur at existing park and ride facilities. Standards for model year 2007 and later heavy-duty highway engines include two components: (1) emission standards, and (2) diesel fuel regulation. The first component of the regulation introduces new, very stringent emission standards, as follows: · PM-0.01 g/bhp-hr · NOx- 0.20 g/bhp-hr · NMHC - 0.14 g/bhp-hr The PM emission standard will take full effect in the 2007 heavy-duty engine model year. The NO× and NMHC standards will be phased in for diesel engines between 2007 and 2010. The phase-in would be on a percent-of-sales basis: 50% from 2007 to 2009 and 100% in 2010 (gasoline engines are subject to these standards based on a phase-in requiring 50% compliance in 2008 and 100% compliance in 2009). Effective 2007 model year, the regulation also eliminates the earlier crankcase emission control exception for turbocharged heavy-duty diesel engines. Crankcase emissions from these engines are treated the same as (i.e., added to) other exhaust emissions. Manufacturers are expected to control crankcase emissions by routing them back to the engine intake or to the exhaust stream, upstream of the exhaust emission control devices. The diesel fuel regulation limits the sulfur content in on-highway diesel fuel to 15 ppm (wt.), down from the previous 500 ppm. Refiners will be required to start producing the 15 ppm S fuel beginning June 1, 2006. At the terminal level, highway diesel fuel sold as low sulfur fuel must meet the 15 ppm sulfur standard as of July 15, 2006. For retail stations and wholesale purchasers, highway diesel fuel sold as low sulfur fuel must meet the 15 ppm sulfur standard by September 1, 2006. Ultra lo~v sulfur diesel fuel has been introduced as a "technology enabler" to pave the way for advanced, sulfur-intolerant exhaust emission control technologies, such as catalytic diesel particulate filters and NO× catalysts, which will be necessary to meet the 2007 emission standards. EPA's review in 2003 of industry progress shows that engine manufacturers are on target to introduce new engines in 2007; diesel particulate filters that reduce harmful PM emissions by more than 90% will be used by all manufacturers; NOx control will be accomplished using proven technologies, some of which are in production today; and engine manufacturers will conduct early protoype testing with trucking customers in 2005. In 2007, these new clean engines operating on the 15 ppm sulfur diesel fuel will reduce NOx emissions by 50%, reduce PM emissions by more than 90%, will substantially contribute to air quality improvement, help states meet Clean Air Act goals and further protect public health and the environment. (http://www.epa.gov/otaq/diesel.htm#progreport2) David Braslau Associates, Inc. Page 12 Chanhassen Park and Ride Environmental Assessment 4.0 SUMMARY OF FINDINGS AND CONCLUSIONS The proposed Park and Ride facility is planned to serve a maximum of eight buses per hour with parking for 800 motor vehicles. During the AM period buses will enter and depart along the north access to the facility and will therefore have minimal impact on both noise and air quality. During the PM period, buses will enter at the north from TH 101 and circle the parking ramp to return to TH 101 to reach the TH 212 westbound on-ramp. These buses will travel along the east roadway of the facility and between the parking ramp and the new residential structures to be constructed as part of the project. These buses will have somewhat more impact on noise and air quality, although the impacts will be limited. Noise levels during 6-7 AM, which fall under the nighttime period, are expected to exceed the Minnesota noise standards primarily due to traffic on the new TH 212, its ramps, and TH 101. Appropriate construction of the new housing proposed for the site can permit higher noise limits to be applied and therefore can comply with noise standards. Noise levels during the PM Peak Hour are generally under the state noise standards except for the apartments that face the access roadway carrying departing buses. However, the 2 dBA exceedance is within modeling error and may not be a problem if no outdoor uses are planned for the north side of these buildings. The buses alone are not sufficient to cause the noise standards to be exceeded. Contributions from the other roadways are sufficient for this small exceedance of the standards. Predicted air quality (carbon monoxide concentrations) are well below both the 1-hour and the 8-hour standard and no air quality problems are anticipated with operation of the facility. As new diesel engine and diesel fuel regulations are implemented, the potential for odor associated with the facility will also decrease. Appropriate equipment will be able to operate at the facility with little or no odor impacts. y:\jobs\2004jobs\204019\report\chanhassenpark&ridc-report-revised.doc David Braslau Associates, Inc. Page 13