Traffic Study Memorandum
SRF No. 0148676
To: Michael Hoagberg
Chanhassen Senior Living Developer LLC
From: Matt Pacyna, PE, Senior Associate
Jordan Schwarze, PE, Senior Engineer
Date: November 21, 2014
Subject: Chanhassen Senior Facility Traffic Study
Introduction
SRF has completed a traffic study for the proposed senior living facility development located near
the TH 212/County Highway 101 interchange in the City of Chanhassen (see Figure 1:
Project Location). The main objectives of this study are to review existing operations within the
study area, evaluate the traffic impacts to the adjacent roadway network, and recommend any
necessary improvements to accommodate the proposed development. Furthermore, this study will
provide a comparison between the traffic impacts associated with the proposed development and
those associated with the maximum potential traffic demand under the proposed zoning, which is
assumed to be market rate apartments. The following information provides the assumptions,
analysis and study recommendations offered for consideration.
Existing Conditions
The existing conditions were reviewed to establish a baseline in order to identify any future impacts
associated with the proposed development. The evaluation of existing conditions includes peak
period intersection turning movement counts, field observations and an intersection capacity
analysis.
Data Collection
Peak period turning movement counts were collected by SRF during the week of October 27, 2014
at the following study intersections:
• County Highway 101 and Lake Susan Drive/TH 212 Westbound Ramps
• County Highway 101 and 86th Street
Note that the 86th Street/Mission Hills Drive intersection volumes were derived from County Highway 101/
86th Street intersection turning movement counts and surrounding land use trip generation estimates.
Historical and year 2013 annual average daily traffic (AADT) volumes within the study area were
provided by the Minnesota Department of Transportation (MnDOT).
ONE CARLSON PARKWAY, SUITE 150 | MINNEAPOLIS, MN 55447 | 763.475.0010 | WWW.SRFCONSULTING.COM
0148676
November 2014
Chanhassen Senior Facility Traffic Study
Chanhassen, MN
Figure 1
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86th St
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Project Location
212
Lake Susan Dr
Project
Location
Michael Hoagberg November 21, 2014
Chanhassen Senior Living Developer LLC Page 3
In addition to the intersection turning movement counts, observations were completed to identify
roadway characteristics within the study area (i.e. roadway geometry, posted speed limits, and traffic
controls). Currently, County Highway 101 is a four-lane divided roadway with a posted speed limit
of 45 miles per hour (mph). 86th Street is a two-lane roadway with no posted speed limit and
parking allowed only along its north side. The study intersections are side-street stop controlled,
except the County Highway 101/Lake Susan Drive intersection which is signalized. It should be
noted that County Highway 101 is functionally classified as a minor arterial, while other study
roadways are classified as local streets. Existing geometrics, traffic controls, and volumes within the
study area are shown in Figure 2.
Existing Intersection Capacity Analysis
An existing intersection capacity analysis was completed to establish a baseline condition to which
future traffic operations could be compared. The study intersections were analyzed using Synchro/
SimTraffic software (V8.0).
Capacity analysis results identify a Level of Service (LOS) which indicates how well an intersection is
operating. Intersections are ranked from LOS A through LOS F. The LOS results are based on
average delay per vehicle, which correspond to the delay threshold values shown in Table 1. LOS A
indicates the best traffic operation, while LOS F indicates an intersection where demand exceeds
capacity. Overall intersection LOS A though LOS D is generally considered acceptable in the
Twin Cities Metropolitan Area.
Table 1. Level of Service Criteria for Signalized and Unsignalized Intersections
LOS Designation Signalized Intersection
Average Delay/Vehicle (seconds)
Unsignalized Intersection
Average Delay/Vehicle (seconds)
A ≤ 10 ≤ 10
B > 10 - 20 > 10 - 15
C > 20 - 35 > 15 - 25
D > 35 - 55 > 25 - 35
E > 55 - 80 > 35 - 50
F > 80 > 50
For side-street stop controlled intersections, special emphasis is given to providing an estimate for
the level of service of the side-street approach. Traffic operations at an unsignalized intersection
with side-street stop control can be described in two ways. First, consideration is given to the overall
intersection level of service. This takes into account the total number of vehicles entering the
intersection and the capability of the intersection to support these volumes. Second, it is important
to consider the delay on the minor approach. Since the mainline does not have to stop, the majority
of delay is attributed to the side-street approaches. It is typical of intersections with higher mainline
traffic volumes to experience high levels of delay (i.e. poor levels of service) on the side-street
approaches, but an acceptable overall intersection level of service during peak hour conditions.
0148676
November 2014
Chanhassen Senior Facility Traffic Study
Chanhassen, MN
Figure 2
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Existing Conditions
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Lake Susan Dr
(43) 49
(7) 5
(39) 38
180 (137)
8 (52)
114 (271)
NO
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No
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TH 212 WB Ramps
Mis
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Project
Location
- A.M. Peak Hour Volumes
- P.M. Peak Hour Volumes
- Estimated Year 2014 Average
Daily Traffic (ADT) Volumes
- Side-Street Stop Control
- Traffic Signal Control
LEGEND
XX
(XX)
X,XXX
15,
1
0
0
14
,
9
0
0
1
,
0
0
0
Michael Hoagberg November 21, 2014
Chanhassen Senior Living Developer LLC Page 5
Results of the existing intersection capacity analysis shown in Table 2 indicate that all study
intersections currently operate at an acceptable overall LOS B or better during the a.m. and p.m.
peak hours. In addition, no significant side-street delays or queuing issues were observed in the field
or traffic simulation at the study intersections. It should be noted that all results shown represent the
SimTraffic analysis due to the proximity of the County Highway 101/Lake Susan Drive intersection
traffic signal and its impacts on operations at the County Highway 101/86th Street intersection.
Table 2. Existing Intersection Capacity Analysis
Intersection A.M. Peak Hour P.M. Peak Hour
LOS Delay LOS Delay
County Highway 101/Lake Susan Drive B 12 sec. B 17 sec.
County Highway 101/86th Street(1) A/B 13 sec. A/A 9 sec.
86th Street/Mission Hills Drive(1) A/A 3 sec. A/A 2 sec.
(1) Indicates an unsignalized intersection with side-street stop control, where the overall LOS is shown followed by the worst approach
LOS. The delay shown represents the worst side-street approach delay.
Year 2017 No Build Conditions
To help determine impacts associated with the proposed development, traffic forecasts were first
developed for year 2017 no build conditions (i.e. one year after anticipated completion). The no
build condition takes into account general area background growth and traffic generated by adjacent
developments, if any. The evaluation of year 2017 no build conditions includes details on the
adjacent development, traffic forecasts and an intersection capacity analysis.
Adjacent Development
Based on discussions with City staff, the Preserve at Rice Lake development is expected to be
complete prior to the proposed development. The Preserve at Rice Lake is located north of TH 212,
near the eastern terminus of 86th Street (see Figure 3: Adjacent Development). This adjacent
development will consist of 16 single-family homes and is currently under construction. Motorists
traveling to/from the Preserve at Rice Lake would primarily be expected to utilize 86th Street,
though Mission Hills Lane could also be utilized to access County Highway 101 northbound.
Adjacent development trips were estimated using the ITE Trip Generation Manual, Ninth Edition.
These trips were distributed throughout the area based on the directional distribution shown in
Figure 4, which was developed based on existing travel patterns within the area and engineering
judgment. Results of the trip generation estimates shown in Table 3 indicate that the adjacent
development is expected to generate 12 a.m. peak hour, 16 p.m. peak hour, and 152 daily trips.
0148676
November 2014
Chanhassen Senior Facility Traffic Study
Chanhassen, MN
Figure 3
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Adjacent Development
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Project
Location Preserve at
Rice Lake
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0148676
November 2014
Chanhassen Senior Facility Traffic Study
Chanhassen, MN
Figure 4
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Directional Distribution
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10%
5%
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45
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Project
Location
Michael Hoagberg November 21, 2014
Chanhassen Senior Living Developer LLC Page 8
Table 3. Trip Generation Estimates – Adjacent Development
Land Use Type (ITE Code) Size A.M. Trips P.M. Trips Daily
Trips In Out In Out
Single-Family Detached Housing (210) 16 Dwelling Units 3 9 10 6 152
Year 2017 No Build Traffic Forecasts
To determine the general area background growth rate, historical AADT volumes and the forecasts
presented in the City of Chanhassen 2030 Comprehensive Plan were considered. Based on the information
available, an annual growth rate of one percent was applied to the existing peak hour and daily traffic
volumes. This background growth rate accounts for motorists that are expected to travel through
the study area. The resultant year 2017 no build conditions, including general area background
growth and traffic generated by the adjacent development, are shown in Figure 5.
Year 2017 No Build Intersection Capacity Analysis
To determine how the adjacent roadway network will accommodate year 2017 no build traffic
forecasts, an intersection capacity analysis was completed using Synchro/SimTraffic software.
Results of the year 2017 no build intersection capacity analysis shown in Table 4 indicate that all
study intersections are expected to continue operating at an acceptable overall LOS B or better
during the a.m. and p.m. peak hours. In addition, no significant side-street delays or queuing issues
were observed in the traffic simulation at the study intersections.
Table 4. Year 2017 No Build Intersection Capacity Analysis
Intersection A.M. Peak Hour P.M. Peak Hour
LOS Delay LOS Delay
County Highway 101/Lake Susan Drive B 12 sec. B 17 sec.
County Highway 101/86th Street(1) A/B 13 sec. A/B 11 sec.
86th Street/Mission Hills Drive(1) A/A 3 sec. A/A 3 sec.
(1) Indicates an unsignalized intersection with side-street stop control, where the overall LOS is shown followed by the worst approach
LOS. The delay shown represents the worst side-street approach delay.
Proposed Development
The proposed development is located along the east side of County Highway 101, north of TH 212
and south of 86th Street. The current development proposal shown in Figure 6 consists of senior
housing including 18 independent living townhomes and a 134-unit facility offering memory care,
assisted and independent living. The proposed development is expected to be constructed by the
end of the year 2016. Access to the development is proposed along the south side of 86th Street
across from Mission Hills Drive. Further discussion regarding site access is documented later in this
study.
0148676
November 2014
Chanhassen Senior Facility Traffic Study
Chanhassen, MN
Figure 5
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(45) 50
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TH 212 WB Ramps
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Project
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- A.M. Peak Hour Volumes
- P.M. Peak Hour Volumes
- Estimated Year 2017 Average
Daily Traffic (ADT) Volumes
- Side-Street Stop Control
- Traffic Signal Control
LEGEND
XX
(XX)
X,XXX
15,
7
0
0
1
,
2
0
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15
,
4
0
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(600
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3 (4)
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(
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41
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0148676
November 2014
Chanhassen Senior Facility Traffic Study
Chanhassen, MN
Figure 6
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Michael Hoagberg November 21, 2014
Chanhassen Senior Living Developer LLC Page 11
Year 2017 Build Conditions
To help determine impacts associated with the proposed development, traffic forecasts were next
developed for year 2017 build conditions (i.e. one year after anticipated completion). The build
condition takes into account general area background growth and traffic generated by the adjacent
and proposed developments. The evaluation of year 2017 build conditions includes details on the
traffic forecasts and an intersection capacity analysis.
Year 2017 Build Traffic Forecasts
To account for traffic impacts associated with the proposed development, trip generation estimates
for the a.m. and p.m. peak hours and a daily basis were developed. These estimates, shown in
Table 5, were developed using the ITE Trip Generation Manual, Ninth Edition. It should be noted that
several land use assumptions were used to identify specific development types and sizes for trip
generation purposes based on discussions with project staff. These assumptions are intended to
provide a realistic development scenario that could occur.
Table 5. Trip Generation Estimates – Proposed Development
Land Use Type (ITE Code) Size A.M. Trips P.M. Trips Daily
Trips In Out In Out
Residential Townhouse (230) 18 Dwelling Units 1 7 6 3 105
Senior Adult Housing-Attached (252) 67 Dwelling Units 5 9 9 8 230
Congregate Care Facility (253) 67 Dwelling Units 2 2 6 5 135
Total Trips 8 18 21 16 470
Results of the trip generation estimates indicate the proposed development is expected to generate
approximately 26 a.m. peak hour, 37 p.m. peak hour, and 470 daily trips. The trips generated were
distributed throughout the area based on the directional distribution shown previously in Figure 4.
The resultant year 2017 build conditions, including general area background growth and traffic
generated by the adjacent and proposed developments, are shown in Figure 7.
Year 2017 Build Intersection Capacity Analysis
To determine how the adjacent roadway network will accommodate year 2017 build traffic forecasts,
an intersection capacity analysis was completed using Synchro/SimTraffic software. Results of the
year 2017 build intersection capacity analysis shown in Table 6 indicate that all study intersections
are expected to continue operating at an acceptable overall LOS B or better during the a.m. and p.m.
peak hours. In addition, no significant side-street delays or queuing issues were observed in the
traffic simulation at the study intersections. Given the minimal anticipated impact caused by the
proposed development on study area traffic operations, roadway improvements are not required
under year 2017 build conditions from a traffic operations perspective.
0148676
November 2014
Chanhassen Senior Facility Traffic Study
Chanhassen, MN
Figure 7
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Year 2017 Build Conditions
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(
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Lake Susan Dr
(46) 50
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(40) 39
186 (144)
8 (54)
117 (279)
NO
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TH 212 WB Ramps
86th St
Mis
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(
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(16
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(0)
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(0)
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- A.M. Peak Hour Volumes
- P.M. Peak Hour Volumes
- Estimated Year 2017 Average
Daily Traffic (ADT) Volumes
- Side-Street Stop Control
- Traffic Signal Control
LEGEND
XX
(XX)
X,XXX
15,
9
0
0
1
,
7
0
0
15
,
6
0
0
(600
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8
7
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(51)
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1
Michael Hoagberg November 21, 2014
Chanhassen Senior Living Developer LLC Page 13
Table 6. Year 2017 Build Intersection Capacity Analysis
Intersection A.M. Peak Hour P.M. Peak Hour
LOS Delay LOS Delay
County Highway 101/Lake Susan Drive B 12 sec. B 18 sec.
County Highway 101/86th Street(1) A/B 13 sec. A/B 11 sec.
86th Street/Mission Hills Drive(1) A/A 5 sec. A/A 4 sec.
(1) Indicates an unsignalized intersection with side-street stop control, where the overall LOS is shown followed by the worst approach
LOS. The delay shown represents the worst side-street approach delay.
Year 2017 Build Conditions – Alternate Development
While the proposed senior living facility development is not expected to significantly impact traffic
operations within the study area, it should be noted that the proposed zoning of the study property
would allow for a more intense land use. Based on discussions with City staff, the highest intensity
land use under the proposed zoning is assumed to be market rate apartments. Therefore, to better
understand the impacts under an alternate development scenario, traffic forecasts and an
intersection capacity analysis were once again completed.
Year 2017 Build Traffic Forecasts – Alternate Development
To account for traffic impacts associated with the alternate development, trip generation estimates
for the a.m. and p.m. peak hours and a daily basis were developed. These estimates shown in Table 7
were developed using the ITE Trip Generation Manual, Ninth Edition. It should be noted that a density
of approximately 20 dwelling units per acre was assumed based on an inventory of nearby apartment
complexes, which equates to approximately a 175-unit apartment complex.
Table 7. Trip Generation Estimates – Alternate Development
Land Use Type (ITE Code) Size A.M. Trips P.M. Trips Daily
Trips In Out In Out
Apartment (220) 175 Dwelling Units 18 71 71 38 1,164
Results of the trip generation estimates indicate the alternate development would be expected to
generate approximately 89 a.m. peak hour, 109 p.m. peak hour, and 1,164 daily trips. The trips
generated were distributed throughout the area based on the directional distribution shown
previously in Figure 4. The resultant year 2017 build conditions, including general area background
growth and traffic generated by the adjacent and alternate developments, are shown in Figure 8.
0148676
November 2014
Chanhassen Senior Facility Traffic Study
Chanhassen, MN
Figure 8
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Year 2017 Build Conditions - Alternate Development
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(49) 51
(7) 5
(40) 39
187 (149)
8 (54)
117 (279)
NO
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TH 212 WB Ramps
86th St
Mis
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(0)
0
(0)
0
Alternate Development -
Market Rate Apartments
- A.M. Peak Hour Volumes
- P.M. Peak Hour Volumes
- Estimated Year 2017 Average
Daily Traffic (ADT) Volumes
- Side-Street Stop Control
- Traffic Signal Control
LEGEND
XX
(XX)
X,XXX
16,
2
0
0
2
,
4
0
0
15
,
9
0
0
(600
)
8
7
0
(78)
2
4
275 (625)
17 (66)
3 (4)
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65
(
3
5
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80
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Michael Hoagberg November 21, 2014
Chanhassen Senior Living Developer LLC Page 15
Year 2017 Build Intersection Capacity Analysis – Alternate Development
To determine how the adjacent roadway network will accommodate year 2017 build traffic forecasts
under the alternate development scenario, an intersection capacity analysis was completed using
Synchro/SimTraffic software. Results of the year 2017 build intersection capacity analysis shown in
Table 8 indicate that all study intersections are expected to continue operating at an acceptable
overall LOS B or better during the a.m. and p.m. peak hours. In addition, no significant side-street
delays or queuing issues were observed in the traffic simulation at the study intersections. Given the
minimal anticipated impact caused by the alternate development on study area traffic operations,
roadway improvements would not be required under year 2017 build conditions from a traffic
operations perspective.
Table 8. Year 2017 Build Intersection Capacity Analysis – Alternate Development
Intersection A.M. Peak Hour P.M. Peak Hour
LOS Delay LOS Delay
County Highway 101/Lake Susan Drive B 13 sec. B 18 sec.
County Highway 101/86th Street(1) A/C 18 sec. A/B 14 sec.
86th Street/Mission Hills Drive(1) A/A 8 sec. A/A 5 sec.
(1) Indicates an unsignalized intersection with side-street stop control, where the overall LOS is shown followed by the worst approach
LOS. The delay shown represents the worst side-street approach delay.
Site Plan/Access Review
A review of the proposed site plan was completed to identify any issues and recommend potential
improvements with regard to parking, access spacing, sight distance, traffic control, and circulation.
Parking
As noted previously, on-street parking is allowed along the north side of 86th Street. Neighborhood
concerns were expressed regarding parked cars causing sight obstructions in the vicinity of
horizontal curves along 86th Street. However, since all of the parking demand associated with the
senior living facility is expected to be accommodated on site, the proposed development is not
expected to impact on-street parking.
Access Spacing
The proposed development access is expected to replace an existing field access along the south side
of 86th Street across from Mission Hills Drive. Since the 86th Street/Mission Hills Drive
intersection already exists as a full-access intersection, the proposed development access does not
represent a significant change in access spacing and is in a logical location. It should be noted that an
existing curb cut along County Highway 101 is not expected to be utilized/changed as part of the
proposed development.
Michael Hoagberg November 21, 2014
Chanhassen Senior Living Developer LLC Page 16
Sight Distance
Based on field observations, horizontal curves exist along County Highway 101 to the north and
south of the 86th Street intersection. Additionally, a vertical crest exists in the terrain of the study
property which limits the sight distance to the south for motorists along 86th Street. Therefore, a
review of the existing sight distance was completed. The required sight distance from a minor street,
as indicated in A Policy on Geometric Design of Highways and Streets by AASHTO, is 500 feet for a
45 mph mainline roadway. Based on the field observations at 86th Street, there is approximately
620 feet of sight distance to the south and more than 1,000 feet of sight distance to the north along
County Highway 101. Therefore, the sight distance available at the County Highway 101/86th Street
intersection is sufficient to clearly identify approaching vehicles. However, special consideration
should be made to limit any sight distance impacts from future structures, landscaping and signing.
Traffic Control/Traffic Circulation
Internal traffic controls were not identified. However, the following should be considered when
designing internal traffic controls:
• Incorporate traffic controls, signing and striping based on guidelines established in the
Manual on Uniform Traffic Control Devices (MUTCD).
o In particular, it is important to identify traffic controls at intersections between internal
roadways/driveways to minimize vehicular conflicts and driver confusion.
Based on this guidance, stop control should be implemented at the site access to 86th Street to
reduce the potential for driver confusion.
A review of the proposed site circulation was also completed. The movement of general passenger
vehicles within the proposed development is not expected to be an issue. However, truck turning
movements should be reviewed to ensure that large vehicles (e.g. delivery/garbage/recycling trucks)
have adequate accommodations to negotiate internal roadways.
Furthermore, it is recommended that one-way operations be implemented at the access points to the
parking lots of the main senior living facility. One-way operations should then be continued into the
facility pick-up/drop-off zone to provide an orderly flow of traffic.
Finally, it should be noted that the raised median along 86th Street west of Mission Hills Drive will
likely need to be modified to accommodate large vehicles exiting the proposed development. It is
recommended that the raised median be modified near the 86th Street/Mission Hills Drive
intersection to allow for these types of maneuvers. The modification should include striping to help
delineate the travel/turn lanes. An illustration of recommended improvements is presented in
Figure 9.
0148676
November 2014
Chanhassen Senior Facility Traffic Study
Chanhassen, MN
Figure 9
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Recommended Improvements
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Implement one-way
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flow of traffic
Modify the raised median at the 86th Street/
Mission Hills Drive intersection and stripe
86th Street to help delineate the travel/turn lanes
Implement stop
control at the
site access
to 86th Street
Michael Hoagberg November 21, 2014
Chanhassen Senior Living Developer LLC Page 18
Summary and Conclusions
The following study conclusions and recommendations are offered for your consideration:
• Results of the existing intersection capacity analysis indicate that all study intersections
currently operate at an acceptable overall LOS B or better during the a.m. and p.m. peak
hours. In addition, no significant side-street delays or queuing issues were observed in the
field or traffic simulation at the study intersections.
• To help determine impacts associated with the proposed development, traffic forecasts were
first developed for year 2017 no build conditions (i.e. one year after anticipated completion).
The no build condition takes into account general area background growth and traffic
generated by the adjacent Preserve at Rice Lake development.
o An annual growth rate of one percent was applied to the existing peak hour and daily
traffic volumes to account for general background growth.
o The Preserve at Rice Lake development is expected to generate 12 a.m. peak hour,
16 p.m. peak hour, and 152 daily trips.
• Results of the year 2017 no build intersection capacity analysis indicate that all study
intersections are expected to continue operating at an acceptable overall LOS B or better
during the a.m. and p.m. peak hours. In addition, no significant side-street delays or queuing
issues were observed in the traffic simulation at the study intersections.
• The proposed development is located along the east side of County Highway 101, north of
TH 212 and south of 86th Street and is expected to be constructed by the end of the
year 2016.
o The current development proposal consists of senior housing including 18 independent
living townhomes and a 134-unit facility offering memory care, assisted and independent
living.
o Access to the development is proposed along the south side of 86th Street across from
Mission Hills Drive.
• The proposed development is expected to generate approximately 26 a.m. peak hour,
37 p.m. peak hour, and 470 daily trips.
• Results of the year 2017 build intersection capacity analysis indicate that all study
intersections are expected to continue operating at an acceptable overall LOS B or better
during the a.m. and p.m. peak hours. In addition, no significant side-street delays or queuing
issues were observed in the traffic simulation at the study intersections.
o Given the minimal anticipated impact caused by the proposed development on study
area traffic operations, roadway improvements are not required under year 2017 build
conditions from a traffic operations perspective.
Michael Hoagberg November 21, 2014
Chanhassen Senior Living Developer LLC Page 19
• An alternative land use scenario was also reviewed to understand the impacts of the highest
intensity use allowed under the proposed zoning, which was assumed to be market rate
apartments.
o Approximately 175 apartment units were assumed, which would be expected to generate
approximately 89 a.m. peak hour, 109 p.m. peak hour, and 1,164 daily trips.
• Results of the year 2017 build intersection capacity analysis indicate that all study
intersections are expected to continue operating at an acceptable overall LOS B or better
during the a.m. and p.m. peak hours under the alternate development scenario. In addition,
no significant side-street delays or queuing issues were observed in the traffic simulation at
the study intersections.
o Given the minimal anticipated impact caused by the alternate development on study area
traffic operations, roadway improvements would not be required under year 2017 build
conditions from a traffic operations perspective.
• Parking, access spacing, sight distance, traffic control, and circulation were reviewed in the
Site Plan/Access Review section. Key recommendations and considerations include the
following:
o Special consideration should be made to limit any sight distance impacts from future
structures, landscaping and signing.
o When designing internal traffic controls, incorporate improvements based on guidelines
established in the Manual on Uniform Traffic Control Devices. In particular, it is important to
identify traffic controls at intersections between internal roadways/driveways to
minimize vehicular conflicts and driver confusion.
o Implement stop control at the site access to 86th Street to reduce the potential for driver
confusion.
o Review truck turning movements to ensure that large vehicles have adequate
accommodations to negotiate internal roadways.
o Implement one-way operations at the access points to the parking lots and pick-up/
drop-off zone of the main senior living facility.
o Modify the raised median at the 86th Street/Mission Hills Drive intersection and stripe
86th Street to help delineate the travel/turn lanes.
H:\Projects\8676\TS\Report\8676_ChanhassenSeniorFacilityTrafficStudy_141121.docx