8676-01_ChanhassenSeniorFacilityTrafficStudyUpdate_160714Memorandum
ONE CARLSON PARKWAY, SUITE 150 | MINNEAPOLIS, MN 55447 | 763.475.0010 | WWW.SRFCONSULTING.COM
SRF No. 0148676.01
To: Michael Hoagberg
Chanhassen Senior Living Developer LLC
From: Jordan Schwarze, PE, Senior Engineer
Matt Pacyna, PE, Senior Associate
Date: July 14, 2016
Subject: Chanhassen Senior Facility Traffic Study Update
Introduction
Due to site plan revisions, SRF has completed an update to the Chanhassen Senior Facility Traffic Study
(dated 12/21/2014) for the proposed development located near the TH 212/County Highway 101
interchange (see Figure 1). The main objectives of this study are to review the revised site plan with
regard to trip generation, access, and circulation. The updated study will include an evaluation of the
potential need to improve the County Highway 101/86th Street intersection traffic control. The
following information provides the assumptions, analysis, and study conclusions 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
for the Chanhassen Senior Facility Traffic Study at the following intersections:
County Highway 101 and Lake Susan Drive/TH 212 Westbound Ramps
County Highway 101 and 86th Street
Note: 86th Street/Mission Hills Drive intersection volumes were derived from the County Highway 101/
86th Street intersection turning movement counts and surrounding land use trip generation estimates.
The collected year 2014 data was modified based on historical traffic volume trends in the vicinity of
the proposed development to reflect existing year 2016 conditions. It should be noted that historical
annual average daily traffic (AADT) volumes within the study area were provided by the
Minnesota Department of Transportation (MnDOT).
0148676.01
July 2016
Chanhassen Senior Facility Traffic Study Update
Chanhassen, MN
Figure 1
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Michael Hoagberg, Chanhassen Senior Living Developer LLC July 14, 2016
Chanhassen Senior Facility Traffic Study Update Page 3
Field 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 undivided roadway with no posted speed limit and parking allowed only along the 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 (V9.1).
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.
0148676.01
July 2016
Chanhassen Senior Facility Traffic Study Update
Chanhassen, MN
Figure 2
86th St
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Existing Conditions
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- A.M. Peak Hour Volumes
- P.M. Peak Hour Volumes
- Estimated Year 2016 Average
Daily Traffic (ADT) Volumes
- Side-Street Stop Control
- Traffic Signal Control
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Michael Hoagberg, Chanhassen Senior Living Developer LLC July 14, 2016
Chanhassen Senior Facility Traffic Study Update 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 signalized
intersection and its impact 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/B 10 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 2019 No Build Conditions
To help determine impacts associated with the proposed development, traffic forecasts were first
developed for year 2019 no build conditions (i.e. one year after anticipated completion). The no
build conditions take into account general area background growth and traffic generated by adjacent
developments, if any. The evaluation of year 2019 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 northbound County Highway 101.
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 approximately 12 a.m. peak hour, 16 p.m. peak hour, and
152 daily trips.
0148676.01
July 2016
Chanhassen Senior Facility Traffic Study Update
Chanhassen, MN
Figure 3
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0148676.01
July 2016
Chanhassen Senior Facility Traffic Study Update
Chanhassen, MN
Figure 4
86th St
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Directional Distribution
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Michael Hoagberg, Chanhassen Senior Living Developer LLC July 14, 2016
Chanhassen Senior Facility Traffic Study Update 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 2019 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 applie d to the existing County Highway 101
peak hour traffic volumes. The resultant year 2019 no build conditions, including general area
background growth and traffic generated by the adjacent development, are shown in Figure 5.
Year 2019 No Build Intersection Capacity Analysis
To determine how the adjacent roadway network will accommodate year 2019 no build traffic
forecasts, an intersection capacity analysis was completed using Synchro/SimTraffic software.
Results of the year 2019 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 2019 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 13 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 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 and expected to be
completed in the year 2018, consists of 16 senior independent living townhomes and a 136-unit
senior living facility offering memory care, assisted, and independent living. The senior living facility
is also expected to include a daycare with a capacity of 92 children. 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.
0148676.01
July 2016
Chanhassen Senior Facility Traffic Study Update
Chanhassen, MN
Figure 5
86th St
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Year 2019 No Build Conditions
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Daily Traffic (ADT) Volumes
- Side-Street Stop Control
- Traffic Signal Control
LEGEND
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0148676.01
July 2016
Chanhassen Senior Facility Traffic Study Update
Chanhassen, MN
Figure 6
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Michael Hoagberg, Chanhassen Senior Living Developer LLC July 14, 2016
Chanhassen Senior Facility Traffic Study Update Page 11
Year 2019 Build Conditions
To help determine impacts associated with the proposed development, traffic forecasts were next
developed for year 2019 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 2019 build conditions includes details on the
traffic forecasts and an intersection capacity analysis.
Year 2019 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. However, no multi-use reduction factor
was applied in order to provide conservative trip generation estimates.
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) 16 Dwelling Units 1 6 6 3 93
Senior Adult Housing-Attached (252) 50 Dwelling Units 3 7 7 6 172
Congregate Care Facility (253) 86 Dwelling Units 3 2 8 7 174
Day Care Center (565) 92 Students 39 35 35 39 403
Total Trips 46 50 56 55 842
Results of the trip generation estimates indicate the proposed development is expected to generate
approximately 96 a.m. peak hour, 111 p.m. peak hour, and 842 daily trips. The trips generated were
distributed throughout the area based on the directional distribution shown previously in Figure 4.
The resultant year 2019 build conditions, including general area background growth and traffic
generated by the adjacent and proposed developments, are shown in Figure 7.
Year 2019 Build Intersection Capacity Analysis
To determine how the adjacent roadway network will accommodate year 2019 build traffic forecasts,
an intersection capacity analysis was completed using Synchro/SimTraffic software. Results of the
year 2019 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 2019 build conditions from a traffic operations perspective.
0148676.01
July 2016
Chanhassen Senior Facility Traffic Study Update
Chanhassen, MN
Figure 7
86th St
101
Year 2019 Build Conditions
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Michael Hoagberg, Chanhassen Senior Living Developer LLC July 14, 2016
Chanhassen Senior Facility Traffic Study Update Page 13
Table 6. Year 2019 Build Intersection Capacity Analysis
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 16 sec. A/B 14 sec.
86th Street/Mission Hills Drive(1) A/A 5 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.
Year 2019 Build Traffic Signal Warrant Analysis
At the request of project stakeholders, a preliminary traffic signal warrant analysis was performed
based on anticipated year 2019 build traffic volumes at the County Highway 101/86th Street
intersection. Results of the preliminary traffic signal warrant analysis shown in the Appendix indicate
that traffic volumes at the County Highway 101/86th Street intersection are not expected to meet a
traffic signal warrant under anticipated year 2019 build conditions. Therefore, no change in traffic
control is recommended at the County Highway 101/86th Street intersection. However, the
intersection should continue to be monitored to determine if future traffic volumes increase to the
point of meeting a signal warrant.
Year 2019 Build Conditions – Alternate Development
While the proposed 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 2019 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
Michael Hoagberg, Chanhassen Senior Living Developer LLC July 14, 2016
Chanhassen Senior Facility Traffic Study Update Page 14
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. It should be
noted that while the alternate development total a.m. and p.m. peak hour trips are similar to those
anticipated for the proposed development, the directional split of the alternate development is
weighted more heavily toward that of a traditional residential development (i.e. outbound during the
a.m. peak hour and inbound during the p.m. peak hour). Furthermore, the alternate development
would be expected to generate more total daily trips than the proposed development.
The trips generated by the alternate development were distributed throughout the area based on the
directional distribution shown previously in Figure 4. The resultant year 2019 build conditions,
including general area background growth and traffic generated by the adjacent and alternate
developments, are shown in Figure 8.
Year 2019 Build Intersection Capacity Analysis – Alternate Development
To determine how the adjacent roadway network will accommodate year 2019 build traffic forecasts
under the alternate development scenario, an intersection capacity analysis was completed using
Synchro/SimTraffic software. Results of the year 2019 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 2019 build conditions from a traffic
operations perspective.
Table 8. Year 2019 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 5 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.
It should be noted that anticipated traffic volumes at the County Highway 10 1/86th Street
intersection may meet a peak hour traffic signal warrant during the a.m. peak hour under the
alternate development scenario. However, a peak hour traffic signal warrant is typically only applied
in unusual cases with nearby facilities that attract or discharge significant traffic volumes over a short
period of time.
0148676.01
July 2016
Chanhassen Senior Facility Traffic Study Update
Chanhassen, MN
Figure 8
86th St
101
Year 2019 Build Conditions - Alternate Development
212
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- A.M. Peak Hour Volumes
- P.M. Peak Hour Volumes
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Daily Traffic (ADT) Volumes
- Side-Street Stop Control
- Traffic Signal Control
LEGEND
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Alternate Development -
Market Rate Apartments
Michael Hoagberg, Chanhassen Senior Living Developer LLC July 14, 2016
Chanhassen Senior Facility Traffic Study Update Page 16
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.
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, traffic controls, signing, and striping should
be incorporated based on guidelines established in the Manual on Uniform Traffic Control Devices
(MUTCD). 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.
Michael Hoagberg, Chanhassen Senior Living Developer LLC July 14, 2016
Chanhassen Senior Facility Traffic Study Update Page 17
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 main entrance to the senior living facility primary
parking lot. One-way operations should then be continued into the facility pick-up/drop-off zone to
provide an orderly flow of traffic.
Finally, the raised median along 86th Street west of Mission Hills Drive should be modified to
accommodate large vehicles exiting the proposed development. The modification should include
striping to help delineate the travel/turn lanes. An illustration of recommended improvements is
presented in Figure 9.
0148676.01
July 2016
Chanhassen Senior Facility Traffic Study Update
Chanhassen, MN
Figure 9Recommended Improvements
8
6
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Modify the raised median at the 86th Street/
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86th Street to help delineate the travel/turn lanes
Implement stop
control at the
site access
to 86th Street
Implement one-way
operations as shown
to provide an orderly
flow of traffic
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Michael Hoagberg, Chanhassen Senior Living Developer LLC July 14, 2016
Chanhassen Senior Facility Traffic Study Update Page 19
Summary and Conclusions
The following study summary and conclusions are offered for your consideration:
1. 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. No
significant side-street delays or queuing issues were observed in the field or traffic simulation at
the study intersections.
2. To help determine impacts associated with the proposed development, traffic forecasts were
first developed for year 2019 no build conditions (i.e. one year after anticipated completion). The
no build conditions take into account general area background growth and traffic generated by
the adjacent Preserve at Rice Lake single-family residential development.
a. An annual growth rate of one percent was applied to the existing County Highway 101 peak
hour traffic volumes to account for general background growth.
b. The Preserve at Rice Lake development is expected to generate approximately 12 a.m. peak
hour, 16 p.m. peak hour, and 152 daily trips.
3. Results of the year 2019 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. No significant side-street delays or queuing issues were observed
in the traffic simulation at the study intersections.
4. The proposed development is located along the east side of County Highway 101, north of
TH 212, south of 86th Street, and is expected to be completed in the year 2018.
a. The current development proposal consists of 16 senior independent living townhomes and
a 136-unit senior living facility offering memory care, assisted, and independent living. The
senior living facility is also expected to include a daycare with a capacity of 92 children.
b. Access to the development is proposed along the south side of 86th Street across from
Mission Hills Drive.
5. The proposed development is expected to generate approximately 96 a.m. peak hour, 111 p.m.
peak hour, and 842 daily trips.
6. Results of the year 2019 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. No significant side-street delays or queuing issues were observed in the traffic
simulation at the study intersections.
a. Given the minimal anticipated impact caused by the proposed development on study area
traffic operations, roadway improvements are not required under year 2019 build conditions
from a traffic operations perspective.
Michael Hoagberg, Chanhassen Senior Living Developer LLC July 14, 2016
Chanhassen Senior Facility Traffic Study Update Page 20
8. Results of a preliminary traffic signal warrant analysis indicate that traffic volumes at the
County Highway 101/86th Street intersection are not expected to meet a traffic signal warrant
under anticipated year 2019 build conditions. Therefore, no change in traffic control is
recommended at the County Highway 101/86th Street intersection.
a. The County Highway 101/86th Street intersection should continue to be monitored to
determine if future traffic volumes increase to the point of meeting a signal warrant.
9. 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. 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.
10. Results of the year 2019 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. No significant side-street delays or
queuing issues were observed in the traffic simulation at the study intersections.
a. Given the minimal anticipated impact caused by the alternate development on study area
traffic operations, roadway improvements would not be required under year 2019 build
conditions from a traffic operations perspective.
11. Parking, access spacing, sight distance, traffic control, and circulation were reviewed in the
Site Plan/Access Review section. Key recommendations and considerations include:
a. Special consideration should be made to limit any sight distance impacts from future
structures, landscaping, and signing.
b. 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.
c. Implement stop control at the site access to 86th Street to reduce the potential for driver
confusion.
d. Review truck turning movements to ensure that large vehicles have adequate
accommodations to negotiate internal roadways.
e. Implement one-way operations at the main entrance to the senior living facility primary
parking lot. Continue one-way operations into the facility pick-up/drop-off zone to provide
an orderly flow of traffic.
f. 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\8676-01\Report\8676-01_ChanhassenSeniorFacilityTrafficStudyUpdate_160714.docx
Appendix – Preliminary Traffic Signal Warrant Analysis
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