H-1 2040 Comprehensive PlanMEMORANDUM
CITY OF C HANHASSE N
Chanhassen is a Community for Life - Providing for Today and Planning for Tomorrow
TO: Planning Commission
FROM: Bob Generous, Senior Planner
DATE: April 18, 2017
SUBJ: 2040 Comprehensive Plan Discussion
Draft Transportation Chapter
Background
This draft is a continuation of the study document we reviewed at the last work session. We are
trying to bring the chapters to you in smaller pieces to allow time for discussion.
(Please insert the draft Transportation Chapter in section 3 of your three ring binder.)
Discussion
The Transportation element has been organized as follows:
I. Introduction
A. Region
B. Study Goals
II Land Use
A. Existing
B. Metropolitan Urban Services Area (MUSA)
C. SocioEconomic
1. Traffic Analysis Zones
III. Analysis of Existing and Future Needs
(Waiting on updated existing traffic volume map)
A. Existing System
B. Facility Deficiencies
1. Intersections
2. Capacity, Alignment and Connections
3. Local Improvements
PH 952.227.1100 • www.ci.chanhassen.mn.us • FX 952.227.1110
7700 MARKET BOULEVARD • PO BOX 147 • CHANHASSEN • MINNESOTA 55317
2040 Comprehensive Plan Discussion — Draft Transportation Chapter
April 18, 2017
Page 2 of 2
IV. Traffic Forecasts
(Waiting on 2040 Traffic Projections in conjunction with Carver County)
V. System Plan
A. Principle Arterials
B. Functional Classification
1. Description
a. Arterials
b. Collectors
VI. Planned Improvements
VII. Alternative Travel Modes
VIII. Relatinship to Metro System
IX. Plan Implementation
A. Strategies and Policies
B. Sources of Funding
1. Existing
2. Potential
X. Goals and Policies
(Waiting on updated CIP)
Recommendation
Staff is requesting that the Planning Commission review the draft Transportation Chapter of the
2040 Comprehensive Plan and provide direction and recommendation on revisions, additions or
deletions in preparation of the Plan for review and adoption.
Attachments
Draft Transportation Element
G:\PLAN\2040 comp P1anTC 4-18-17\PC memo Transportation.docx
TRANSPORTATION by the numbers:
INTRODUCTION
The City of Chanhassen is located in northeastern Carver County approximately 20 miles from
downtown Minneapolis. It is classified as an emerging suburban edge of the Twin Cities
Metropolitan Region, and is anticipated to be fully developed by the year 2040.
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Location Map
Several regional highways provide Chanhassen with accessibility to the metropolitan area and to
out state Minnesota. These include Minnesota Trunk Highway (TH) 5 which runs east/west and
interchanges with I-494 east of Chanhassen in the City of Eden Prairie; TH 7 which runs east -
west along the northern border of Chanhassen, TH 41 which runs north -south through the
western portion of the city, TH 101 which runs north -south bisecting the southern portion of the
City and defining the northeastern border of Chanhassen with Eden Prairie and U.S. Highway
212 which traverses the southern third of the City.
1
The Chanhassen Transportation Plan is based on the City's 2040 Comprehensive Plan update and
incorporates the Land Use Plan to evaluate and direct the local transportation system. Updates to
these plans have been undertaken by the City to recognize changes in land use, development
patterns and other planning processes including: the Minnesota Department of Transportation's
"The 20 -Year Minnesota State Highway Investment Plan" (MnSHIP), which directs capital
investment for Minnesota's state highway system. The plan must identify investment priorities
given current and expected funding. It is updated every four years, as required by the Minnesota
Statute. This MnSHIP update spans the 20 -year planning period from 2018 to 2037. The
Statewide Multimodal Transportation Plan describes statewide objectives and strategies that help
MnDOT and its partners make progress toward the Minnesota GO 50 -Year Vision, Carver
County's Transportation Plan 2017 update and the Metropolitan Council's 2040 Transportation
Policy Plan (TPP) and Thrive 2040 MSP. The TPP was adopted on January 14, 2015 and
outlines major transportation investments for the transportation system in the seven county
metropolitan area. The TPP identified $84 Billion (2015-2040) in the Current Revenue Scenario
for transportation needs in the region. As a result of this funding level, many needs throughout
the metropolitan area will go unmet over the next 20 years. The TPP identified current Level of
Service (LOS) problems on regional routes such as TH 5, TH 7, TH 41, TH 101 and US
Highway 212. Given these limited capacity improvements to regional facilities, operational
(congestion) and safety problems on these facilities will continue to increase. Since the regional
facilities are anticipated to function poorly, additional traffic is anticipated to divert to the local
system.
Carver County is in the process of updating their Comprehensive Plan including the
transportation element. System changes and traffic forecasts included in this plan are based on
county facilities and forecasts.
Study Goals and Objectives
The Transportation Plan shows how the City of Chanhassen will achieve its goal of creating an
integrated, multi -modal transportation system which permits safe, efficient and effective
movement of people and goods while supporting the City's development plans and
complementing the metropolitan transportation system that lays within its boundaries. To
accomplish this goal, the Transportation Plan:
1. Identifies the density and distribution of future land uses and their relationship to the
proposed local transportation system and the anticipated metropolitan transportation
system.
2. Develops a functional hierarchy of streets and roads and defines their access to the regional
system to ensure that they support the existing and anticipated development of the area;
serve both short trips and trips to adjacent communities; and complement and support the
metropolitan highway system.
3. Establishes a system improvement and completion program that ensures that higher priority
projects are constructed first; maintains a consistent and coherent roadway system during
the roadway system development process; and provides for adequate funding for all needed
improvements.
4. Identifies what transit services and travel demand management strategies are appropriate
for implementation in Chanhassen in order to increase the number and proportion of people
who use transit or share rides, and reduce the peak level of demand on the entire
transportation system.
5. Identifies the strategies and policies that need to be implemented to properly integrate the
trail system (pedestrian, bicycle, etc.) with the proposed roadway system, to ensure the
provision of trails in a sequence consistent with the development of the roadway system,
and to create a rational network of sidewalks.
tr =.
Because this analysis deals not only with streets and highways, but also with land use, trails,
transit, traffic management and other topics, the results will constitute a Transportation Plan.
The plan will serve as the Transportation Element of the Comprehensive Plan.
LAND USE
Existing Land Use
Existing deveh
location of the
the location of
occurred primarily in thq
areas, has begun to spread
developed along the_. major
is in ced factors including the relative
usines a of metropolitan highways and
City. tial deve ment, which previously has
tion of the with some large lot developments in other
city. mmercial areas in Chanhassen have
i d TH 41. Additionally, a lifestyle center
of U. way 212 and CSAH 17 (Powers
aumixed use development in the CSAH 61 corridor in
rban services. For more information on land use
is under development at the int rr
Boulevard). The city is also t#1 -„Y„_.
southern Chanhassen with the extensio
with in the city.see the land use section
Metropolitan Urban Services/Area
comprehensive plan.
The Metropolitan Urban 'Services Area (MUSA) is defined as areas within the city that may be
served with centralized infrastructure service and which may therefore develop at urban densities
and intensities. The purpose of this boundary is to define the areas within the Twin Cities
Metropolitan Area that are eligible for "urban services", specifically sewers, municipal water
systems and particular types of transportation systems. This boundary line is defined and
maintained by the Metropolitan Council to assist in the orderly development of the metropolitan
area.
The location of the MUSA line is, therefore, a valuable guide in determining the priority of
roadway improvements. The roadway system within the MUSA area is going to be in demand
much sooner than the roadway system outside. This is one of the reasons for having such a
boundary. It allows municipalities to focus limited resources on particular parts of their territory.
All of Chanhassen is expected to be within the MUSA by the year 2020.
Land Use Plan
The 2040 Comprehensive Land Use Plan defines areas where the City will encourage specific
types of land uses to be developed. The general categories of land uses defined by the City are
residential, commercial, mixed use, industrial, office, public and parks. The Land Use Plan is a
tool that the City uses to "guide" future development so that it is consistent with current and
future land uses in the City. From these land uses, the socioeconomic projections are estimated.
Socioeconomic Characteristics
The analysis and projection of regional traffic conditions is conducted utilizing a technique
known as traffic analysis zones. Traffic analysis zones (TAZ) are defined geographical areas
within which data such as population, employment and household information is collected. This
data is analyzed through computer modeling techniques which results in forecasts of traffic
movement between zones. Utilizing this technique, it is possible to project travel and demand
such as person -trip productions, person -trip attractions, intrazonal person trips and motor vehicle
data such as average daily trips and peak hour trips. This data is valuable in both local and
regional transportation planning.
Table 1 shows the past census population, households, and employment as well as 2020 - 2040
forecasts for the City of Chanhassen. From 2010 to 2040, the population and the number of
households in Chanhassen are projected to increase 62 percent. By 2040, Chanhassen's
employment is projected to grow 61 percent more than the 2010 figure. City forecasts are based
on the location of existing development and an understanding of the kind of development that
occurs as well as the rate at which development is occurring both within Chanhassen and
throughout the region.
TABLE 1
POPULATION, HOUSEHOLDS AND EMPLOYMENT
PAST CENSUS TOTALS AND 2020, 2030 AND 2040
FORECASTS
Population
Households
1970 1980 1990
4,879 6,359 11,732
1,349 2,075 4,016
Employment 900 2,102 6,105
2000 2010 2020 2030 2040
20,231 22,942 26,700 31,700 37,100
6,914 8,352 10,000 11,900 14,000
9,350 10,905 14,000 16,500 17,600
rd
Forecast figures from Metropolitan Council
Table 2 shows the City of Chanhassen's forecast for population, households, and employment by
TAZ for 2020, 2030 and 2040. This table distributes growth across the city during the planning
period.
TABLE 2
CITY OF CHANHASSEN
2040 POPULATION, HOUSEHOLDS AND EMPLOYMENT BY TAZ
TAZ
2020
2030
2040
House
House
Po
Em to
House
Po
Employ
375
540
555
1,515
297
573
1,564
327
376
423
no
470
1,283
350
493
1,331
370
377
192
218
512
1,287
398
931
1,416
382
13
13
34
598
13
34
951
383
35
218
569
0
398
1,043
0
384
145
416
26
358
918
51
721
1,702
70
385
513
1,347
8
801
1.972
54
891
2,155
54
386
155
426
69
540
1,385
251
695
1,799
384
387
753
1,987
167
1,056
2,697
1,972
1,348
2,407
2,575
388
652
1,569
3,311
906
2,143
2,811
906
2,087
2,904
389
390
392
1,064
1,074
2,660
1,724
352
392
1,119
1,047
3,044
2,829
218
392
1,119
1,019
3,044
3,728
398
391
1,1.18
2,854
124
1,456
3,636
134
1,948
4,756
172
392
634
399
1,644
663
1,476
1,680
663
1,488
1,705
393
823
1, d
564
860
1,872
572
860
1,895
577
394
1,893
4,521
2,650
',
1,960
4,604
2,342
2,140
4,856
2,360
395639
��2
1,853
0
650
1,879
0
665
1,915
0
962
53
0
22
52
0
22
51
0
1657
01
0
1,489
0
0
1,294
0
0
1,054
1678
0
0.
1,192
0
0
1,073
0
0
1,048
TOTALS
10 006T5,1,04
1
15,577.
12 257
-30-,6--38- 1
17,813
14,245
35,078
20 093
Projections and allocations were made by City of Chanhassen Planning Department, 2017
ANALYSIS OF EXISTING AND FUTURE ROADWAY NEEDS
Determining future roadway needs is based on both an analysis of the existing roadway network
needs and an understanding of how traffic demand will grow in the future. A good indicator of
existing need is traffic congestion. However, maintaining system continuity as new land
develops is also important. Identifying future need requires an understanding of how the city is
expected to grow. The preceding section outlined the expected distribution of housing,
population and employment. Traffic forecasts were made for the existing roadway system
including improvements that are already programmed. This traffic analysis allows the detection
of problems that would develop if no further system improvements were made.
0
Existing Roadway System
As with all municipalities, jurisdiction over the roadway system is shared among three levels of
government: the state, the county and the city. The Minnesota Department of Transportation
(MnDOT) maintains the interstate and trunk highway system on behalf of the state; Carver
County maintains the County State Aid Highway (CSAH) and County Road systems. The
remaining streets and roadways are the responsibility of the City_
The existing street network includes approximately 153 miles of road. This represents double
the road system of 75 miles in 1990.
Road Tune
Trunk Highway
Trunk Highway turn
County State Aid
Municipal State Aid
County
Local
TOTAL
Len¢th In Miles
21.59
0
Table 3 shows the major components of the existing street
along with each facility's termini.
TABLE 3
CITY OF CHANHASSEN
IMPOl,0ANT TRA] JSPORTATION FACILITIES
City of Chanhassen
REET
FROM
TH 5
TO
Lyman Boulevard
CSAR 15
RCreek
L an Blvd.
South Limit
Boulevard
Audubon Road (CSAH 15)
Powers Boulevard (CSAR
17
ve
Bluff Creek Boulevard
Flying Cloud Drive (CSAH
61
Coulter Boulevard
Century Blvd.
Audubon Road
Dell Road
TH 5
South Limit
Flying Cloud Drive (CSAH
61
West Limit
East Limit
Galpin Boulevard (CR 117 &
15
North Limit
Lyman Blvd. (CSAH 18)
Kerber Boulevard
CSAH 17
W. 78`s Street
Lake Drive East
Powers Blvd. (CSAH 17)
Dell Road
Lake LuSy Road
TH 41
Powers Boulevard CSAR
Existing Traffic Volumes
Traffic volumes for the different highway segments within Chanhassen were collected from
MnDOT traffic maps, Carver County Transportation Plan and City of Chanhassen traffic counts
in the summer of 2015. These volumes represent average daily traffic volumes and are shown on
the Traffic Volumes Map.
TRAFFIC VOLUMES MAP
Existing Transportation Issues/Deficiencies
The function of a transportation plan is to not only accommodate future needs but also to analyze
existing problems and pose appropriate solutions. Frequently, existing problems are closely
related to future needs. As a result, a specific action in a given area can remedy existing
deficiencies while providing for future needs.
Issues and system deficiencies were categorized into three areas: 1) intersections, 2) roadway
capacity/alignment/connection and 3) jurisdictional continuity. The major issues are shown on the
system deficiency map and discussed in more detail as follows:
17
Lon acres Drive
TH 41
Audubon Road CSAH 117)
Lyman Boulevard (CSAH
18
West Limit
CSAH 101
Market Boulevard
W. 781h Street
Lake Drive East
Minnewashta Parkway
TH 7
TH 5
Park Road
Audubon Road
Powers Boulevard (CSAH
17
Pioneer Trail CSAH 14
West limit
East Limit
Pleasant View Road
Powers Boulevard (CSAH
17
TH 101
Powers Boulevard (CSAH
17
North Limit
Pioneer Trail (CSAH 14)
TH 5
West Limit
East Limit
TH 7
West Limit
East Limit
TH 41(Hazeltine Boulevard
South Limit
North Limit
TH 101 and CSAH 101
South Limit
North Limit
U.S. Highway 212
West Limit
East Limit
West 78th Street
TH 41
TH 101
Existing Traffic Volumes
Traffic volumes for the different highway segments within Chanhassen were collected from
MnDOT traffic maps, Carver County Transportation Plan and City of Chanhassen traffic counts
in the summer of 2015. These volumes represent average daily traffic volumes and are shown on
the Traffic Volumes Map.
TRAFFIC VOLUMES MAP
Existing Transportation Issues/Deficiencies
The function of a transportation plan is to not only accommodate future needs but also to analyze
existing problems and pose appropriate solutions. Frequently, existing problems are closely
related to future needs. As a result, a specific action in a given area can remedy existing
deficiencies while providing for future needs.
Issues and system deficiencies were categorized into three areas: 1) intersections, 2) roadway
capacity/alignment/connection and 3) jurisdictional continuity. The major issues are shown on the
system deficiency map and discussed in more detail as follows:
Cigr of
Chanhassen
Existing System Deficiencies
t IrItetsections/Access
System comemns
caDaC4,
JUNSdevWal C.anfin ity
Geometnusa"
'I.t'�^- Match 21, 2017
Intersections/Access
System Deficiencies Map
Chanhassen contains a number of intersections that currently are experiencing problems or are
anticipated to experience problems in the future. A summary of the intersections that experience
the most problems are as follows:
0
TH 7/Minnewashta Parkway - The major problem with this intersection is the angle with
which northbound Minnewashta Parkway joins TH 7. As a result, it is difficult to see
eastbound traffic on TH 7. Also, turning movements from eastbound TH 7 to southbound
Minnewashta Parkway are cumbersome. Due to heavy traffic volumes, particularly during
peak hours, turning movements in this area are difficult. Installation of a traffic signal at this
location may be warranted in the future.
2. TH 5/Minnewashta Parkway - The City of Chanhassen completed improvements to
Minnewashta Parkway in 1993. A pedestrian underpass was constructed to the Minnesota
Landscape Arboretum in 2012. Due to heavy traffic volumes, particularly during peak hours,
turning movements in this area are difficult. Installation of a traffic signal and turn lanes at
this location are anticipated in the future.
3. TH 5/Crimson Bay Road/Minnesota Landscape Arboretum entrance - Due to heavy traffic
volumes, particularly during peak hours, left turning movements in this area are difficult.
Elimination of left turns may improve this intersection.
4. TH 41/Lake Lucy Road. Due to heavy traffic volumes, particularly during peak hours on TH
41, turning movements in this area are difficult. Installation of a traffic signal at this location
may be wan -anted in the future.
5. TH 41/W. 78d' Street - Due to heavy traffic volumes, particularly during peak hours, turning
movements in this area are difficult. Installation of a traffic signal at this location may be
warranted in the future.
6. TH 5/TH41 - Intersection geometries were evaluated. Additional turn lanes and through
lanes are necessary on TH 41. The south approach to the intersection contains a significant
slope that must be lowered.
7. TH 41/Water Tower Place -A future right-in/right-out has been planned for this intersection.
Installation of this intersection is not possible until the roadway geometries are improved
south of TH 5. Improvements to TH 41 are not in the 20 year MnDOT improvement plan.
8. Galpin Boulevard/Lyman Boulevard — With the development of the property south of Lyman,
a fourth traffic leg will be added to the intersection.
9. TH 5/Powers Boulevard (CSAH 17) — Traffic congestion occurs at this intersection during
peak hours. Additional turn lane improvements are required on westbound left turn
movements.
10. Market Boulevard/Market Street - Due to heavy traffic volumes, particularly during peak
hours, turning movements in this area are difficult. This intersection will need to be
monitored to determine if improvements are warranted.
10
11. Great Plains Boulevard/W. 79�s Street — This intersection includes failing level of service
levels for left turning movements. This intersection will need to be monitored to determine if
improvements are warranted.
12. TH 101/Pleasant View Road - Due to heavy traffic volumes, particularly during peak hours,
turning movements in this area are difficult. Installation of a traffic signal at this location
may be warranted in the future. Turn lanes were added to this intersection and a pedestrian
warning light (rectangular rapid flashing beacons) was installed in 2015.
13. TH 101/Kurvers Point Road/Valley View Road - Due to'heavy traffic volumes, particularly
during peak hours, turning movements in this area are difficult. A southbound by-pass/left
turn lane is provided at this intersection. This i Bisection will need to be monitored to
determine if improvements are warranted.
14. TH 101 /Flying Cloud Drive — The City, ur
undertake a study to determine the appropria
properties and maintain the capacity of Flying
constructed at the intersection of Flying Cloud Di
future, the north leg of the intersection realigning
Road Capacity/Alianment/Connections
with Carver County and MnDOT, will
necessary to serve the
I 2016, a roundabout was
CSAH 101 river crossing. It the
1 connect to the roundabout.
Deficiencies in this category are mainly caused due to capacity problems created by increased
traffic volumes, alignment or geometric deficiencies or poor regional or local connections.
Examples of such circumstances include the following:
TH 5 - Users of THS are aware that excessive congestion on this route occurs at various times of
the day with concentrations during peak hours. Portions of TH 5 are overloaded for up to 8 hours
per day. Jn 2015, TH 5 carried 39,000 vehicles per day at Chanhassen's eastern border, down
from the 55,000 vehicle trips per day in 2005, relief from the congestion of TH 5 was due to the
construction of US Highway 212 through Chanhassen.
TH 5 west of TH 41 continues to be a traffic -congestion problem and with continued growth in
western Carver County, congestion along this corridor is expected to increase. With Us Highway
212 opening in 2009, some of this congestion has decreased with 26,000 vehicle trips per day in
2015. The City of Chanhassen should continue to partner with Carver County, the City of
Victoria, MNDOT and other communities along the corridor to plan for future improvements and
identify funding.
TH 7 — TH 7 experiences congestion during peak hours of traffic. Daily traffic volumns exceed
the design capacity for a two-lane highway.
TH 41- Existing sight distances at various areas along the corridor are potentially inadequate.
Additionally with 14,600 vehicle trips per day north of TH 5 and 13,200 vehicle trips per day
south of TH 5 in 2015, the capacity of this roadway is being stressed.
11
TH 101 North of TH 5 - This corridor should be widened and turn lanes installed at
intersections to improve function. Also, geometric improvements should be made. Since a
substantial portion of TH 101 is in Carver County, Chanhassen, Eden Prairie and Hennepin
County, jurisdictional and functional continuity are significant concerns that could have major
consequences for the City.
TH 101 South of Pioneer Trail to CSAH 61 - The highway has significant alignment and
geometric problems. TH 101 from TH 5 to Pioneer Trail was improved by MnDOT, Carver
County and Chanhassen and will jurisdictionally be transferred to Carver County for future
maintenance. The intersection of TH 101 and Pioneer Trail (CSAH 14) has been widened and
signalized (2005). The purpose of the project is to improve traffic safety, capacity and
connectivity issues on TH 101 between Pioneer Trail and Flying Cloud Drive, which involves
realigning and reconstructing 1.2 miles of TH 101 from a two-lane undivided roadway to a four -
lane divided roadway with turn lanes at key intersections. A paved multi -use trail is proposed
along both sides of TH 101 from Pioneer Trail to Creekwood Drive and along the east side only
from Creekwood Drive to Flying Cloud Drive.
The City of Chanhassen, in cooperation with MnDOT and Carver County, completed the
preliminary design and environmental review (Environmental Assessment Worksheet) for
Highway 101 from Pioneer Trail (CSAH 14) to Flying Cloud Drive (CSAH 61). On November
23, 2015, the City of Chanhassen officially mapped the preferred alignment.
Preliminary Design: httn://www.ci.chanhassen.mn.us/DocumentCenterNiew/2730
Official Map: httn://www.ei.chanhassen.mn.us/DocumentCenterNiew/2729
Minimal funding has be provided by Carver County for this improvement. Additional funding
will need to be secured for the future improvements to the corridor. It is expected that Federal,
State and local funds will be needed to help finance these improvements.
Pleasant View Road - The existing roadway alignment is inadequate in several areas. Sharp
curves, private building structures located at the right-of-way line, hidden driveways and
frequent vistas of Lotus Lake, which serve as a distraction, all combine to create a poor
functioning corridor. Due to the need for more right-of-way, previous efforts to improve
Pleasant View Road have been unsuccessful. As a result, the inadequacies of this route will
continue to intensify in the future as traffic volumes increase.
Bluff Creek Boulevard - The City constructed a portion of Bluff Creek Boulevard east from
Audubon Road (CSAH 15) as part of the 2005 MUSA project. However, the final segment,
approximately ''/z mile, of the roadway to Powers Boulevard was not included in the project.
This roadway must be constructed with the development of the properties west of Powers
Boulevard.
Sunset Trail, North Collector Street Connection - Local collector roadways were identified in
the 2005 MUSA project to properly service the development of this area and connect to the
12
County roadway system. This collector road will connect to Lyman Boulevard (CSAR 18). The
connection will be constructed with the development of the properties in the area.
Eagle Ridge Road, East/West Connection —a connectionfrom TH 101 with a touch down
CSAin
the vicinity of Bandimeer Park, to Powers Boulevard (H 17) with a touch down between
Highway 212 and Homestead Lane. These connections will be constructed with the
development of the properties in the area.
Lyman Boulevard (CSAR 18) - Chanhassen, Chaska and C ?County are currently working
on planning for the future improvements to Lyman Boulev'}om Galpin Boulevard to the
west.
Bluff Creek Golf Course — A connection from
will be required as part of any redevelopment
is not designed or constructed to accommodate
constructed with the development of the prop 19
�r Trail and Powers Boulevard to TH 101
olf course. The,4�xisting Creekwood Drive
;lopment traffic. Tlese connections will be
the area&
Flying Cloud Boulevard (CSAH 61) — A continuatNhighroadway
ement to \CSAH 61 west of
Bluff Creek Drive to Engler Boulevard is being reviounty, Chanhassen and
Chaska. However, this project is part of the unfundeprojects.
Other Local Street Improvements:
DoMood Road/Crimson Bay Road - At the present time, Crimson Bay Road does not connect
to Dogwood Road. Correspondingly, the Crimson Bay neighborhood has only one means of
egress/ingress. A future street connection in this area is needed to alleviate existing access
problems. Additionally. it is anticipated that once this connection is made, access to TH 5 shall
be made into a right-in/right-out only.
Nez Perce/P%asant V_ iew Road Connection -During review of the Vineland Forest plat, it was
evident that a connection between Nez Perce/Lake Lucy Road and Pleasant View Road was
warranted since there was no north -south connection between Powers Boulevard (CSAH 17) and
Lotus Lake. lrnprovcd access is needed for local trips and to ensure the adequate provision of
emergency services. At the same time, there were concerns voiced regarding the introduction of
additional trips onto Pleasant View Road since the street already suffers from capacity and
design constraints. Therefore, it was determined that the Pleasant View Road intersection
should be located as far west as possible at the Peaceful Lane intersection.
Pinewood Lane and W 62nd Street. A secondary access to this area was discussed as part of the
plat for Hidden Creek Meadows. Cathcart Lane is a substandard gravel roadway that provides
emergency access to the area. With the future development of the farmstead, a public street will
connect these roadways.
Timberwood Drive/Stone Creek Court. The neighborhoods of Timberwood Estates and Stone
Creek are separated by approximately 30 feet of unfinished road. This connection would permit
13
the residents of Timberwood Estates to access the Bluff Creek trail system. In addition, this
connection could provide a secondary access to Timberwood Estates for residents and
emergency vehicles.
FUTURE TRAFFIC FORECASTS
The City has relied on the 2040 baseline traffic forecasts incorporated within the Carver County
Transportation Plan to determine the adequacy and appropriateness of the street and highway
system to accommodate the development that is expected to be in place by the year 2040. The
forecasts were prepared based upon projected population, households and employment data
developed by the City of Chanhassen and Carver County in conjunction with the Metropolitan
Council. 2040 Baseline — Development assumptions are consistent with the Metropolitan
Council's Thrive MSP 2040. The population, household, and employment information was
distributed throughout the City to a refined network of Traffic Assignment Zones (TAZ). The
analysis assumed improvements to regional facilities only if they were programmed. Other local
improvements were assumed if they have been included in previous transportation plans and
were part of the arterial system. These system improvements are listed as follows:
• TH 41: Four lanes from Highway 5 to the south Carver County boundary.
• TH 101 Four lanes from Pioneer Trail (CSAH 14) to Flying Cloud Drive (CSAH
61)
• Lyman Blvd. Four lanes from Galpin Boulevard (CSAH 15) to TH 41.
The resulting traffic projections are shown in the 2040 Average Daily Traffic (ADT) map. The
forecasts are based on a capacity restrained network.
The level of congestion of the future highway system depends in large measure on both the
capacity improvements undertaken and the availability of a local arterial system to complement
and relieve the regional system. The 2040 forecasts suggest the following:
Regional facilities (TH 7, TH 5, TH 41 and US Highway 212) currently are congested. With
little or no capacity improvements to these facilities, congestion will increase on these
facilities. In addition, more trips will divert to local routes such as CSAH 14 (Pioneer Trail),
CSAH 18 (Lyman Boulevard), County Road 117 (Galpin), CSAH 17 (Powers Boulevard)
and to other collector routes within the City.
2040 Traffic Projections Map
14
Regional river crossing bridges (TH 41 and TH 10 1) are congested currently and will become
more congested as the region expands. The development of US Highway 212 is anticipated to
attract more trips from Scott County and U.S Highway 169. A connection from Highways
212 to 169 will provide relief to this congestion. Agencies should continue to investigate and
preserve this corridor or identify how existing corridors could be expanded to address river
crossing needs. While CSAH 101 was raised above the flood elevation and widened to four
lanes in 2016, additional cross river traffic is anticipated.
Improvements proposed for municipal roadways are under direct control of the City and will
receive highest priority in the City's Transportation Improvement Program. For roadways on the
County system, the City will cooperate with Carver County and encourage the improvement of
county roads in accordance with this plan.
SYSTEM PLAN ;,
The proposed roadway system should be consistent with the anticipated density and distribution
of land uses in the City in the year 20 0. The purpose of this section is to review the existing
functional classification system anpotential functional classification and other system
changes that should be made to acco a anticipated growth.
Guiding Planning
The City of Chanharansp on Planeve sing the following guidelines
and planning princip
The functional classi ay s in in Chanhassen should conform to the
following criteria and cha •istics:
• The trip length characteristia route as indicated by length of route, type and size of
traffic generators served, and ro ntin„ity
• The ability,of the route to serve regional population centers, regional activity centers and
major trafficgenerators.
• The spacing of the route to serve different functions (need to provide access and mobility
functions for entire area).
• The ability of the route to provide continuity through individual travelsheds and between
travelsheds.
• The role of the route in providing mobility or land access (number of accesses, access
spacing, speed, parking and traffic control).
• The relationship of the route to adjacent land uses (location of growth areas, industrial
areas and neighborhoods).
15
• The spacing guidelines for the specific road classification.
The functional classification system is broken down into four categories — principal arterials,
minor arterials (`A' and `B'), collectors (major and minor) and local roadways.
2. The plan should reflect vehicular travel demand at full development.
The full development level, as defined by the proposed Land Use Guide Plan, should
incorporate the limiting effects that the identified physical constraints have on the attainment
of the anticipated level of development.
4. Compatibility and connectivity should be maintained between the roadway system in
Chanhassen and county and regional roadway systems.
5. In developing the plan, roadway segments and intersections that cannot accommodate the
anticipated vehicular travel demand should be identified.
Functional Classification System
The functional classification criteria were closely followed during the preparation of this plan.
The intent of a functional classification system is the creation of a hierarchy of roads that collects
and distributes traffic from neighborhoods to the metropolitan highway system in the most
efficient manner possible given the topography and other physical constraints of the area. Places
of high demand, employment or commercial centers, should be served by roadways higher in the
hierarchy such as arterial roads. Neighborhoods and places of low demand should have
roadways of lower classification such as collectors and local streets. It is in this way that the land
use plan is integrated into the transportation plan.
An important consideration in developing a functional classification system is adherence to the
spacing criteria established by the Metropolitan Council (Table 4). The City of Chanhassen is
currently considered part of the emerging suburban edge area. As a result, the city has a mixture
of urban, suburban, and rural areas. It is anticipated, however, that the city will be fully
developed by 2040. The ultimate roadway system assumes full development, but the current
distinction between developing and rural is important in the establishment of implementation
priorities.
TABLE 4
SUMMARY OF SPACING CRITERIA
Metro Centers/
Regional Fully
Functional Business Developed Developing Rural
16
Classification
Concentrations
Areas
Areas Areas
Principal Arterial
--
2-3
3 - 6 6-12
Minor Arterial
1/4- 3/
1/2-1
1 - 2 As needed
Collector
1/8 -'/z
1/4-3/4
1/2-1 As needed
Source: Metropolitan Council.
The City of Chanhassen functional classification
system is consistent with the preliminary change:
the update of their transportation plan. Since
some further modification of the functional c
plan includes the following categories:
I.
Principal Arterials
2.
Minor Arterials
• "A" Minor Arterials
• `B" Minor Arterials
3.
Major Collector Streets
4.
Minor Collector Streets
5.
Local Streets
17
1 is show} in below. The classification
Nre being proposed by Carver County in
is still under development, there may be
on system. The functional classification
metropolitan area. These roads also connect the Twin Cities with important locations outside the
metropolitan area.
Principal arterials are generally constructed as limited access freeways in the developed area, but
may also be constructed as multiple lane divided highways. The following facilities are
designated as principal arterials within the City of Chanhassen:
Trunk Highway 7
TH 7 serves as a key east -west route through the south centraion of Minnesota. It connects
the Twin Cities Metropolitan Area with cities such
as Hutchinson, and Montivideo to the west.
It is located in the northern portion of Chanhassen&W
vides regional access and mobility to
primarily residential areas. In Chanhassen, vehic
signals or major street intersections. Tothe
vements are generally uninhibited by
e&
Minnetonka and northern Hopkins where th
ever, Highway 7 passes through
more frequent signalized intersections and
commercial development. The roadway carries
tial v ' ular traffic and is considered
congested (LOS F) during peak travel periods. Eas
highway. West of TH 41, it is a two lane highway.
7 is a four1kne divided
E TH
lanes.
, 7 should be upgraded to four
U.S. Highway 212
The U.S. Highway 212 is a principal arterial and connects small rural communities to the Twin
Cities Metropolitan area. In Chanhassen, U.S. Highway 212 travels diagonally across the
southern third of the city. This facility was planned for many years and became operational in
2007. The.route is a four lane divided facility with controlled access at two interchanges in
Chanhassen, one at TH 101 and the other at CSAH 17.
New Principal Arterial River Crossing
Currently there is a lack of a principal north -south arterial route in the region. This is due to
physical constraints such as Lake Minnetonka and Minnesota River bluff area as well as past
travel patterns favoring east -west travel. However, as the urban area continues to grow, north -
south travel demand is' anticiPated to increase. The spacing from the Bloomington Ferry Bridge
(U.S. Highway 169) to TH 101 is approximately 7 miles. This is inconsistent with the functional
classification guidelines. A north -south regional river crossing has been shown previously on the
Metropolitan Council's functional classification system. This route is intended to accommodate
regional trips between new Highways 212 and 169.
This route was designated a principal arterial route in lieu of designating the current alignment of
TH 41 a principal arterial route. This was primarily done because TH 41 goes through
downtown Chaska and has numerous access points and limited ability for capacity
improvements. The existing river crossings on TH 41, CSAH 101 and U.S. Highway 169 are
shown to be at capacity based on traffic forecasting work done for the Carver County
19
Transportation Plan. Therefore, expansion of existing river crossings or an additional regional
river crossing appears to be needed to address regional growth.
As part of the review process for the river crossing, MnDOT had prepared a Tier I Draft
Environmental Impact Statement (DEIS), TH 41 Minnesota River Crossing. The study process
began in 2002. The scoping decisions for the environmental reviews were made in February
2005 and revised in February 2006. The DEIS review and comment period ended on August 10,
2007. The end result of the DEIS is to identify a preferred alignment for the new river crossing.
The preferred alignment should be both a cost effective solution and minimize social, economic
and environmental impacts. Once the preferred alignment is chosen, local governments will need
to officially map the alignment in order to preserve it for the river crossing. The preferred
alignment begins near the boundary of Carver and Chaska, goes south of the Chaska Athletic
Fields and then parallels TH 41 across the Minnesota River to U.S. Highway 169.
A Tier I Environmental hnpact Statement review was completed for the river crossing in 2015.
This study was done so that a corridor could be selected for preservation for the future Minnesota
River Crossing. The crossing will connect Highways 169 and 212, near Highway 41. MnDOT
worked with the Federal Highway Administration (FHWA), local governmental units, the
Metropolitan Council, state and federal resource agencies and other interested parties to study the
need for and potential impacts of this project. A Record of Decision was signed by the FHWA on
March 16, 2015.
Design details will be studied during a Tier II Environmental Impact Statement process that will
occur closer to construction, which is not anticipated for several years. It is anticipated that this
route will be a four lane divided highway with interchange access only.
IUTIQ11;1�I"7—n- W
Minor arterials are designed to emphasize mobility over land access, serving to connect cities
with adjacent communities and the metropolitan highway system. Major business concentrations
and other important traffic generators are often located on minor arterials. In the metropolitan
area, minor arterials are divided into two classes "A" Minor Arterials and `B" Minor Arterials.
The number of lanes on arterial routes should be based on the projected volumes routes are likely
to be constructed either as four -lane undivided roads or as three -lane roadways where there is
insufficient right-of-way when the system is complete.
1. "A" Minor Arterials
The Metropolitan Council has identified minor arterials that are of regional importance because
they relieve, expand, or complement the principal arterial system. These roads have been labeled
"A" minor arterials and have been categorized into four types:
• Relievers - Minor arterials that provide direct relief for metropolitan highway traffic.
• Expanders - Routes that provide a way to make connections between developing areas
outside the I-494, I-694 interstate ring.
FIE
• Connectors — Roads that would provide good, safe connections to and among town centers in
the transitional and rural areas in the area.
• Augmenters — Roadways that augment principal arterials within the interstate ring or beltway
To the extent possible, "A" minor arterials are the most continuous and form a grid network over
the entire city, however, topographic constraints and the location of existing highways and
existing land uses can result in deviations from the spacing guidelines. Nevertheless, continuity
and connectivity among the "A" minor arterials and the principal arterials allows the arterial
network to provide important mobility functions throughoubthe city.
In Chanhassen, the current spacing of "A" Minor arterials is approximately every one mile
(spacing between TH 101, CSAH 17 and TH 41). The desirable -spacing for "A" minor arterials
is considered to be''/z to 1 miles for fully developed areas. Because Chanhassen is anticipated to
be fully developed by the year 2030, additional "A" minor arterials should be designated to
maintain mobility throughout the City. The "A" Minor Arterials that are recommended in
Chanhassen include the following:
Trunk Highway 5
Trunk Highway 5 is important roadway
backbone. In thVearly H 5 washas changed ovee close
Carver County. 5 es as 1
area. In additiones r nal a
properties in the area. Th
commuting"' patterns as wel na
west. Even though "route is a
to TH 7 and U.S. Highway 212 w
recommended that the city continue t
that would maintain the mobility of this
functioning as the City's transportation
ider ipal arterial route. This designation
Ved lack of continuitywestoffor assen to the metropolitan
arge number ofbusinessesand industrial
employers results in some "reverse
maps coming in to Chanhassen from the
arterial, it provides many functions similar
;ip arterial routes. As a result, it is
improvement and access management strategies
Within Chanhassen, the flow of traffic along Highway 5 is interrupted by traffic signals at TH
41, Century Boulevard, CSAH 19 (Galpin Boulevard), Audubon Road, CSAH 17 (Powers
Boulevard), CSAH 101 Market Boulevard), Great Plains Boulevard, Dakota Avenue, and Dell
Road. There are no significant commercial or residential uses accessing directly onto Highway 5.
Eastbound traffic on TH 5 typically connects with either I-494, U.S. Highway 169 and TH 62.
From the Chanhassen border to I-494, TH 5 contains signalized intersections at Eden Prairie
Road and Fuller Street. These signalized intersections combined with higher traffic volumes in
Eden Prairie contribute to significant traffic delays during peak hours. THS is a four lane
highway east of TH 41 and two lane west of TH 41. Eventually, TH 5 should be a four lane
facility.
Trunk Highway 41 — Hazeltine Boulevard
21
Another "A" minor arterial that has many principal arterial characteristics is TH 41. This route
is located in western Chanhassen and is a major north -south river crossing west of the
Bloomington Ferry Bridge (9 miles to the east) that connects U.S. Highway 169, U.S. Highway
212, TH 5 and TH 7. As a result, this route will continue to be an important link serving Carver
County and the City of Chanhassen. Chanhassen and Chaska have done a good job in
protecting the mobility of this corridor by providing limited access and proper development
setbacks. With other north -south corridors being limited, the volumes on this corridor are
anticipated to increase as additional development occurs. Currently, TH 41 is a two lane
highway through Chanhassen. Eventually, it should be a four lane facility.
TH 101/CSAH 101
This designation is consistent with the Metropolitan Council's Functional Classification Plan and
Hennepin County's designation. This designation is consistent with the spacing guidelines for
developing areas. The projected year 2030 daily volumes are at the upper limit or exceed the
recommended guidelines for volumes. The roadway connects principal and other minor arterial
routes thereby providing an important mobility function for the region. The City has historically
limited direct access to Highway 101 and will continue to do so. North of TH 5, TH 101 is a two
lane facility. South of TH 5 to CSAH 14 (Pioneer Trail), CSAH 101 is a four lane facility.
CSAH 61- Flying Cloud Drive
After the construction of new U.S. Highway 212, old TH 212 (CSAH 61) was downgraded
from a principal arterial route to an "A" minor arterial. Flying Cloud Drive is a two lane
undivided highway with limited access control on the segment within Chanhassen; however,
the river bluff substantially restricts the ability to access this route. The route continues to link
Chaska and CSAH 101 river crossing with Twin Cities Metropolitan Area. The route fits the
spacing guidelines for "A" minor arterial routes and provides east -west traffic flow below the
bluff.
In conjunction with the construction of the CSAH 101 river crossing, Carver County
reconstructed CSAH 61 from Highway 101 to Bluff Creek Drive. A continuation of the
improvements to CSAH 61 west of Bluff Creek Drive to Engler Boulevard is being reviewed
by Carver County, Chanhassen and Chaska. However, this project is part of the county's
unfunded high priority roadway projects.
Reconstruct Flying Cloud Drive (CSAH 61) from Highway 101 in Chanhassen to Charlson Road
in Eden Prairie (3.7 Miles) is programmed to begin in 2017. Hennepin County is leading this
reconstruction project. The reconstruction includes:
• Two-lane roadway with shoulders
• Continuous Shared Center left -turn lane
• Right -turn lanes at key intersections
• Multi -use trail on north side of roadway
• Raise road out of 100 year flood plain
• Retaining Walls
22
Bridges
Intersection Improvements
CSAH 14 — Pioneer Trail
County State Aid Highway 14 is currently classified as an "A" minor arterial based on the
spacing with other similar east west routes and the connections that it provides to other arterial
facilities: CSAH 15, CSAH 17 and CSAH/TH 101.
CSAH 15 — Audubon Road (Lyman Boulevard to south boundary) and Galpin Boulevard
(TH 5 to Lyman Boulevard)
Together these routes form a north -south conn(
meets the spacing with other similar north -so
other arterial facilities. It connects facilities
sli
18 (Lyman Boulevard) and TH 5. North of CS.
roadway with CSAH 17 to the east is approxim
TH 41 to the west is approximately one mile. I
that limit the connections between these routes.
spacing of this route with TH 41 to the west is;
tween CSA�I 61 and TH 5. This route
es and the connections that it provides to
s CSAH 61, CSAH 1.4 (Pioneer Trail), CSAH
(Lyra oulevard) * spacing of this
te the spacing of this route with
owev are physical barriers (Bluff Creek)
North o 18 (Lyman Boulevard) the
)proximate miles and the spacing of this
roadway with Powers Boulevard to the east is approximatelyo%rth-south
one-half miles. As the
City of Chanhassen develops, this facility will provide mobility traffic flow to
important destinations within the City as well as the regional transportation system. As the City
of Chanhassen develops, this facility will provide mobility for north -south traffic flow to
important destinations within the city as well as the regional transportation system.
CSAR 17 — Powers Boulevard
County'State Aid Highway 17 is classified as an "A" minor arterial based on the spacing with
other similar north -south routes and the connections that it provides to other arterial facilities. It
connects facilites such as CSXH 14 (Pioneer Trail), U.S. Highway 212 (interchange), TH 5, and
TH 7. The spacing of this roads ay with TH 101 to the east is approximately one mile; however,
there are physical barriers (lakes and wetlands) that limit the connections between these routes.
The spacing of this route with .TH 41 to the west is approximately two miles. As the City of
Chanhassen develops, this)acility will provide mobility for north -south traffic flow to important
destinations within the Cityas well as the regional transportation system. It is recognized that
the character of CSAH 17 does change as it extends north into Hennepin County (CSAH 82).
The roadway becomes narrower and setbacks are limited.
2. G°B" Minor Arterials
The Metropolitan Council defines all minor arterials other than"A" minor arterials as "B" minor
arterials. These roadways also serve a citywide function. Medium to long distance trips use the
"B" minor arterial system. When combined with the "A" minor arterial system, most places in
23
the city are within a mile of such a roadway. There is one route in the City of Chanhassen that is
proposed as `B" minor arterial. This route is described as follows:
CSAH 18 -- Lyman Boulevard
Lyman Boulevard is designated as a `B" minor arterial. It is an east -west route that parallels TH
5 one to one and one-half miles to the south. It currently connects TH 41, CSAH 17 and TH 101;
however an extension is planned to the west of TH 41. The spacing guidelines are consistent
with designation of an "A" minor arterial for this route. However, we have chosen to leave the
designation of Lyman Boulevard as a "B" minor arterial because it lacks of continuity east of TH
101. It is inclose proximity to the arboretum and there are limited setbacks in the City of
Victoria.
Major Collectors
Major collectors are designed to serve shorter trips that occur entirely within the city and to
provide access from neighborhoods to the arterial system. These roads supplement the arterial
system in the sense that they emphasize mobility over land access, but they are expected, because
of their locations, to carry less traffic than arterial roads.
The following roadways are recommended as Major Collectors in Chanhassen.
Minnewashta Parkway. This street serves as the only north/south route between TH 5 and
TH 7, west of Lake Minnewashta. It is also located such that it likely serves some through
trips from outside the City along TH 5, traveling to the north to TH 7, as well as locally
generated traffic along its route.
Galpin Boulevard (CSAH 117) north of TH 5 - This route connects TH 5 to Shoreview and
is approximately midway between TH 41 and CSAH 17.
Lake Drive — Lake Drive serves two functions: local access south of TH 5 and a parallel
collector to TH 5. This route is capable of carrying off-loaded local trips of short to
medium length. The City undertook a joint project with MnDOT and the City of Eden
Prairie to extend Lake Drive east to the City line where it merges with the signalized
intersection at TH 5 and Dell Road.
• Pleasant View Road — Pleasant View Road serves as the only east -west connection between
CSAH 17 and TH 101 in northern Chanhassen.
• Lake Lucy Road — Lake Lucy Road serves as the only east -west connection between TH 41
and CSAH 17 in northern Chanhassen.
• Coulter Boulevard — Coulter Boulevard serves two functions. These include local access
south of TH 5 and a parallel collector to TH 5 capable of carrying off-loaded local trips of
short to medium length.
West 781i Street - This east -west route connects TH 41 to TH 1 O1. It parallels TH 5 and
provides local access to the properties adjacent to TH 5.
Minor Collectors
• Great Plains Boulevard — This route connects West 781i Street to Lake Drive East.
• Kerber Boulevard — This route connects West 781i Street it, downtown Chanhassen to
Powers Boulevard and is parallel to Powers Boulevard:
• Market Boulevard —This route provides a link
• Century Boulevard —This route provides
and 82nd Street West.
• Bluff Creek Drive - This route provides a
Boulevard to Flying Cloud Drive.
TH 5 and downtown Chanhassen.
south link between West 781i Street, TH 5
from Bluff Creek
• Bluff Creek Boulevard — This route provides an east-wes ection from CSAH 15 to
CSAH 17 and U. S. Highway 212 interchange. The eastern n of this roadway will be
constructed with the development of the adjacent property.
• Dakota Avenue (TH 5 to Lake Drive East). This route completes the connection of TH 101
• Yosemite — Lake Lucy Road to City boundary provides a valuable link between
Chanhassen and Excelsior. (This route has been added to the collector system since the
200 Comprehensive,Pian.)
The ultimate roadway system is based upon the functional classification presented above. It
reflects full development of the,City according to the land use plan and socioeconomic forecasts
presented earlier. The roadway cross-section identified for each classification would be expected
to be in place at the time full development is achieved.
PLANNED AND PROGRAMMED IMPROVEMENTS
ROADWAY PLAN
Traffic on Chanhassen's roadway system will continue to increase due to new commercial,
residential and industrial development and changes in socio-economic conditions. The impact of
added traffic will be more evident on primarily the arterial and collector routes. However, failure
to address capacity issues on major routes will result in more traffic diverting to local streets.
This can result in safety, speed and other undesirable impacts to collector routes.
25
In order to ensure that traffic concerns are addressed thoroughly and comprehensively, the
transportation chapter of the Chanhassen Comprehensive Plan contains a planned and
recommended roadway system for the year 2040. This system is the result of both current and
past planning efforts including the 1980, 1991 and 1998 Comprehensive Plans, the Year 2005
Land Use and Transportation Study, the Highway 10115 Preliminary Alignment and Land Use
Corridor Study, the Highway 5 Corridor Land Use Design Study, the 1990 Eastern Carver
County Transportation Study (ECCTS), the 1998 Carver County Transportation Study and the
2007 Carver County Transportation Study.
The following major improvements are components of the recommended and planned
transportation system:
TH 5 - The City will continue to work to get TH 5 improved west of TH 41. The current Carver
County Transportation Plan indicates a need for a 4 -lane TH 5 west toward Waconia to
accommodate traffic flows.
TH 101- Planning efforts since 1980 have consistently identified the need for improvements to
TH 101. Planned improvements north of TH 5 consist primarily of reconstruction and
realignment of the route north of the intersection of TH101 and West 78th Street to effectuate
better traffic flow. Based on traffic projects, a four -lane roadway may be required.
CSAH 101 has been widened to 4 -lanes and the alignment improved from TH 5 to Pioneer Trail
(CSAR 14)
On January 9, 2006, the City approved a Joint Powers Agreement with Carver County and the
Minnesota department of Transportation to fund the corridor study from Lyman Boulevard
(CSAH 18) to Scott County. The purpose of this study was to identify deficiencies and
improvements necessary for a two-lane, 3.3 mile segment of TH 101 Corridor in Chanhassen
between Lyman Boulevard (CSAH 18) on the north and the Scott County Line on the south.
The City proposed that construction of this project be split in to at least two phases. Phase I
would be from Lyman Boulevard (CSAH 18) to Pioneer Trail (CSAH 14), which has been
completed. improvements south of Pioneer Trail (CSAH 14) depend on MnDOT turn -back
program funding or other funding sources. The road includes a four -lane design.
The CSAH 101 river crossing completed in 2016 expanded the bridge to four -lanes to
accommodate traffic with a pedestrian trail on one side.
TH 41- TH 41 needs to be upgraded to a four -lane cross section from TH 7 south to the County
line. In addition, the vertical alignment of the south approach to TH 5 must be reduced to
improve the safety of this heavily used intersection.
New Regional River Crossing: U.S. Highway 212 to U. S. Highway 169 — Currently, TH 41
and TH 101 bridges serve the river crossing needs for the region. TH 41 is significantly over
capacity. The expansion of CSAH 101 river crossing has improved traffic crossing the river.
The City will work with adjacent communities, Mn/DOT and the Metropolitan Council to
26
determine potential alternatives to address capacity needs in the region. The regional river
crossing will be a four -lane facility with limited interchange access. It is not currently in any
funding plan.
CSAH 18 (Lyman Boulevard). Chanhassen, Chaska and Carver County are currently working
for the future improvement to Lyman Boulevard west of Galpin Boulevard. This roadway will
require a four -lane design.
CSAH 14 (Pioneer Trail) — This road way provides a vital transportation connection from
Hennepin County to western Carver County. Based on projected traffic volumes, a four -lane
roadway design is required.
RECOMMENDED LOCAL STREET IMPROVEMENTS
As Chanhassen continues to develop, transportation conflicts and inconsistencies will become
evident. These situations, unlike planning for major routes, are not predictable since they result
from the merging of existing and ne land use patterns. The Comprehensive'Plan can be a
useful tool in assisting the City in r these local access situations. It is the City's policy to
require interconnections between neis to foster a sense of community, to improve
safety and to provide convenient acces r e
Often during the subdi
becomes apparent. esult, ,
configuration for the d as
City's intent that the Co en
by which to record these a3
approved'by the City Comic
infornnation to residerits4nd
These concept plans are illus
document over time as they
'eXthe
a extension of local streets
mlo ssist in creating an acceptable
forvelop ent of adjoining parcels. It is the
n plementation tool by providing a means
by nature of the fact that they are
;owill provide a useful means of providing
>eekin rmation of future development potential.
Additional concept plans will be added to this
Bluff Creek Boulevard. The final connection from Powers Boulevard to the westerly terminus
Of the roadway will`he constructed with the development of the underlying properties.
North and South 2005 Iv UL A Collectors. The connection from Bluff Creek Boulevard to
Lyman Boulevard will be constructed in conjunction with the development of the underlying
properties. The south connection was constructed in conjunction with the Pioneer Pass
development (Bluff Creek Drive).
Eagle Ridge Drive east -west connection. This roadway will connect CSAH 17 to CSAH 101.
The first section of this roadway was installed in the Foxwood development. The remainder of
the connections will be constructed with the development of the properties in the area. It should
be noted that this connections will likely provide additional connections to West 96' Street and
Homestead Lane.
27
Dogwood Road/Crimson Bay Road - Crimson Bay Road does not connect to Dogwood Road.
Correspondingly, the Crimson Bay neighborhood has only one means of egress/ingress. A
future street connection in this area is needed to alleviate existing access problems.
Carver Beach Road Conditions - Chanhassen's Carver Beach neighborhood was one of the first
residential developments on Lotus Lake. This area consists of smaller lots and narrow
rights-of-way. Drainage problems occur due to topography and a lack of storm sewer facilities in
some portions of the area. hnprovement of existing conditions can only occur in a
comprehensive manner involving the reconstruction of both streets and utility systems. Because
of development constraints, typical street standards will not be applicable in this area.
Nez Perce/Pleasant View Road Connection - During review of the Vineland Forest plat, it was
evident that a connection between Nez Perce/Lake Lucy Road and Pleasant View Road was
warranted since there was no north/south connection between County Road 17 and Lotus Lake.
Improved access is needed for local trips and to ensure the adequate provision of emergency
services. At the same time, there were concerns voiced regarding the introduction of additional
trips onto Pleasant View Road since the street already suffers from capacity and design
constraints. Therefore, it was determined that the Pleasant View Road intersection should be
located as far west as possible at the Peaceful Lane intersection.
Timberwood Drive/Stone Creek Court. The neighborhoods of Timberwood Estates and Stone
Creek are separated by approximately 30 feet of unfinished roads. This connection would
permit the residents of Timberwood Estates to access the Bluff Creek trail system. In addition,
this connection could provide a secondary access for Timberwood Estates for residents and
emergency vehicles. It would also facilitate improved school bus access to the neighborhood.
Pipewood Lane and W. 62nd Street. A secondary access to this area was discussed as part of the
plat for Hidden Creek Meadows. Cathcart Lane is a substandard gravel roadway that provides
emergency access to the area. With the future development of the farmstead, a public street will
connect these roadways.
ALTERNATIVE MODES
Transit
Although private cars are the most commonly used mode of transportation for Chanhassen
residents, mass transit serves as an important alternative to automobile uses and serves as one leg
of a multi -modal transportation strategy for the community. The City of Chanhassen lies within
the Metropolitan Council's Transit Market Area III, which represents areas with generally lower
concentrations of activity, housing and jobs, with intermittent pockets of moderate
concentrations. Metropolitan Council service options for this area include peak -only express,
small vehicle dial -a -ride, mid-day circulators, special needs para -transit (ADA, seniors) and ride -
sharing services which are, generally, tied to park-and-ride lots and hubs. Two forms of mass
transit, buses and light rail/commuter rail, are specific components of this plan. Plans for these
services are outlined as follows:
IR
Buses
In late 1986, Chanhassen joined the cities of Eden Prairie and Chaska in the creation of the
Southwest Metro Transit Commission, operated under a joint powers agreement between the
communities, to provide transit service known as the Southwest Transit (SWT). The joint
powers agreement is renewable on an annual basis. SWT is governed by a seven person
Commission. Each of the three cities has an appointed member as well as an elected official.
The seventh member is a representative of the riding public. The City will continue to monitor
the effectiveness of the Southwest Transit program in providing cost effective transit service to
the City of Chanhassen. Public transit service is provided for Chaska, Chanhassen and Eden
Prairie, as well as Carver. SWT currently offer service to and from Downtown Minneapolis, the
University of Minnesota, Normandale Communi ollege and Best Buy Headquarters.
Park and Ride
SWT has two park and ride parking ramps within ak
ramps are located in the
downtown area off Great Plains Boulevard and Mark ssen Transit Station) and at
U.S. Highway 212 and CSAH 101 (Southwest Village. WT has parking facilities in
Eden Prairie at U.S. Highway 212 and Prairie Center Drivet Station), U.S. Highway
169 and Anderson Lakes Parkway, in Chaska at U.S. Highd TH 41 (East Creek
Station), CSAH 61 add Walnut Street (Walnut Park & Ridarver at Jonathan Carver
Parkway and Ironwood Drive (Carver Station).
There are several services provided by Southwest Transit:
Express Service - This service provides express service for passengers working in downtown
Minneapolis. Riders are�picked up at any of the park and ride lots servicing Chanhassen and
driven to downtown Minneapolis and the university of Minnesota without stopping. At the end
of the workday, the service is reversed taking passengers back to Chanhassen.
Reverse Commute - These routes start in Minneapolis and bring passengers to job sites in
Chanhassen, Chaska and Eden Prairie. Starting with only five passengers in 1992, the program
has grown to serve approximately 400 - 450 passengers and 45 - 50 employers. The City's rapid
growth as an employment concentration warrants service to facilitate work trips.
Regional Routes - SWT has 80 buses and offers service to Downtown and Uptown Minneapolis,
the University of Minnesota, Fairview Southdale Hospital, the Mall of America, the
Minneapolis -St. Paul International Airport, Southdale Shopping Mall and regional employment
centers. Special seasonal routes are also provided to the Minnesota State Fair, US Bank Stadium,
and Target Field.
SW Prime — An on demand ride service to help transit users bridge the gap between transit
stations and final destinations. This service typically has between 225 and 250 daily users. SW
Prime is a transit service for Eden Prairie, Chaska, Chanhassen, Carver, and Select Areas in
29
Shakopee. To transfer between zones, riders are dropped off and picked up at SW Chanhassen
Village station on Hwy. 212 and Hwy. 101. As a modern local service, riders may request a ride
through smartphone app, website, or phone, indicate the location from which they want to be
picked up and where they want to go. SWT vehicles are ADA compliant.
Metro Mobility is a shared public transportation service for certified riders, who are unable to
use regular fixed -route buses due to a disability or health condition. Rides are provided for any
purpose.
SmartLink Transit (formerly known as Carver County Transit), provides transit dependent
residents of Carver and Scott counties. It includes Dail -A -Ride, Medical Assistance and
Volunteer Drivers for both Scott and Carver counties. Priority will be given to elderly, disabled,
and economically disadvantaged residents.
WeCAB (Community Area Busing) provides safe, affordable, and flexible supplemental
transportation to those who are unable to drive to medical appointments, grocery store or food
shelf, church, volunteering or social events.
Other Services - Because the agencies mission is to meet the transit needs of the community,
Southwest Transit provides a variety of other transit opportunities. For example, group rides are
available for a variety of businesses, schools, organizations and others. Whenever possible,
Southwest Transit provides buses for little or no charge for community purposes in Chanhassen
and other service communities.
Light Rail Transit (LRT)/Commuter Rail
Light Rail Transit
Light rail transit is a mode of transportation that is
being constructed in the Twin Cities Metropolitan
Area. In 1987, Hennepin County received
authorization from the State Legislature to prepare a
Comprehensive LRT System Plan for Hennepin
County. Toward that end, the County established the
Hennepin County Regional Railroad Authority to
administer the system. Hennepin County owns
railroad right-of-way from downtown Minneapolis to
Victoria and Chaska. Other counties in the
metropolitan area have followed Hennepin County's
lead and have also established railroad authorities.
30
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There are multiple agencies involved in planning and implementing transitways in the Twin
Cities region. Local governments, particularly counties and regional railroad authorities, play a
lead role in the planning of transitway corridors and recommending locally preferred alternatives.
The Minnesota Department of Transportation (MnDOT), Metropolitan Council and Metro
Transit, Counties Transit Improvement Board (CTIB), counties and cities are involved in the
funding, design, and construction of transitway facilities and services.
Currently, the Blue Line connecting downtown Minneapolis to Bloomington and the Mall of
America and the Green Line Connecting the downtowns of Minneapolis and St. Paul are in
operation.
Southwest Light Rail Transit (Green Line Extension)
The Southwest Light Rail Transit (LRT) project
(METRO Green Line Extension) will operate on
a route from downtown Minneapolis through the
communities of St. Louis Park, Hopkins,
Minnetonka, and Eden Prairie, passing in close
proximity to Edina. The 14.5 mile line will
include 15 new stations and will be part of an
integrated system of transitways, including
connections to the METRO Blue
Line, the Northstar Commuter Rail line,
many bus routes, and proposed future
transitways. The total estimated project cost of
$1.858 billion will be funded by the Metropolitan
Council and project partners through a mix of
31
federal, state and local sources, with federal funds making up approximately half the total. At
Target Field Station in Minneapolis, Green Line Extension trains will continue along
the METRO Green Line, providing one -seat rides to the University of Minnesota, State Capitol
area and downtown St. Paul. The Southwest LRT line is anticipated to begin in 2017.
Bottineau LRT Line (Blue Line Extension)
An approximately 13 -mile route will serve downtown
Minneapolis, north Minneapolis, Golden Valley, Robbinsdale,
Crystal and Brooklyn Park. Eleven new stations will be built,
in addition to Target Field Station. The total project cost is
estimated at $1.536 billion, funded by a combination of
federal, state and local sources. Construction is anticipated to
begin in 2018.
Commuter Rail
Commuter rail is a passenger train service that connects an
urban region together over moderate distances; which
typically operates on existing freight tracks; and whose
primary clientele travels between home and work. These trip -
to -work services usually offer concentrated frequencies
primarily during rush hour, with suburban station spacing
METRO Blue Line Extension
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typically every five miles. Commuter typically serves longer trip than most light and heavy rail
transit lines. Commuter rail trains are normally made up of a locomotive and several passenger
coaches. Commuter rail vehicles have an on -board operator, who adjusts vehicle speed in
response to traffic conditions and railway signaling requirements.
The Northstar rail line from Big Lake to Minneapolis with stops in Elk River, Ramsey, Anoka,
Coon Rapids, and Fridley is the first example of commuter rail in Minnesota. The Northstar
Commuter Rail line opened in 2009. The Northstar Expansion proposes to extend service to St.
Cloud.
Regular weekday service is designed for commuters and is available during the morning and
afternoon peak -travel periods. The morning commute period features five inbound trains and one
outbound train; the late -afternoon and early -evening commute features five outbound trains and
one inbound train. There are three roundtrips each weekend day, with special event service
available throughout the year. Metro Transit schedules additional trips to provide Northstar
service to all Minnesota Twins and Minnesota Vikings games and other large downtown events.
The City supports the continuing investigation of commuter rail as a transportation alternative for
the community, the region, and the state. The Twin City & Western Line, which runs through the
heart of Chanhassen, is a possible route. The City has advised the Metropolitan Council that any
commuter rail station located within Chanhassen would need to be located between Market
32
Boulevard and Great Plains Boulevard in downtown Chanhassen. The downtown location meets
the standards of the transit -oriented development (TOD).
The core area of the TOD is a relatively dense mixed-use development and constitutes from one-
tenth to one-half the total TOD area. The main characteristics include:
• Residential (20 to 30 percent of the TOD area),
• Employment uses (20 to 30 percent of the TOD area), and
• Civic uses (about 10 percent of the TOD area).
In 1997, the Minnesota Legislature instructed the Minnesota Department of Transportation
(MnDOT) to conduct a feasibility study to determine if the Twin Cities Metropolitan Area could
support commuter rail service. Out of 19 rail corridors studied, six proved to be feasible of
supporting commuter rail. Those six lines were divided into two tiers. Tier I included the
Northstar Corridor between Minneapolis and St. Cloud., the Red Rock Corridor between
Minneapolis and Hastings and the Dan Patch Corridor between. Minneapolis and Lakeville. Tier
U included the Bethel Corridor, the Rush Line Corridor and the Norwood -Young America
Corridor. The City supports the classification of the Norwood -Young America Corridor as a Tier
I commuter rail corridor.
In January 1999, MnDOT presented the results of the Twin Cities Metropolitan Commuter Rail
Feasibility Study to the Minnesota Legislature. After hearing those results the legislature passed
M.S. 174.80 to 174.90 which gave the Commissioner of MnDOT the authority to plan, design,
construct, and operate commuter rail in the State of Minnesota. Further, the Commissioner was
charged with the responsibility of developing a commuter rail system plan that would ensure that,
33
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In January 1999, MnDOT presented the results of the Twin Cities Metropolitan Commuter Rail
Feasibility Study to the Minnesota Legislature. After hearing those results the legislature passed
M.S. 174.80 to 174.90 which gave the Commissioner of MnDOT the authority to plan, design,
construct, and operate commuter rail in the State of Minnesota. Further, the Commissioner was
charged with the responsibility of developing a commuter rail system plan that would ensure that,
33
if built, commuter rail would be part of an integrated transportation system that would interface
with all other forms of transportation including LRT, buses, park and ride, bicycles, and
pedestrians. In developing the Commuter Rail System Plan, MnDOT has built on the results
from the Twin Cities Metropolitan Commuter Rail Feasibility Study and in particular the
implementation strategy presented in the final report.
muter Rail
System
Travel Demand Management
Travel Demand Management (TDM) programs will also provide an opportunity to reduce travel
demand on the regional highway system. The employment concentrations anticipated for the
area, particularly in the office complexes, provide the City with a tremendous opportunity to
implement TDM programs. As part of its standard approval process, the City will work with
new employers locating in the study area to ensure that employers will:
• promote carpooling by providing information on carpooling and vanpooling to employees on
a regular basis, providing preferential parking and guaranteed -ride home;
• encourage employees to participate in Minnesota Rideshare's ride -matching program;
34
Rail Corridors offer employees flexible work hours and set a goal to reduce peak hour trips
by 10 percent; and
Participate in a Travel Demand Management Organization specifically set up for major
employers. This group will consider TDM measures that require cooperation among several
employers such as, but not limited to:
— staggered start times
— van -pools
— trip reduction goals
— transit subsidies
In addition, every employer, regardless of siziffbe required to provide a convenient
carpool/vanpool drop-off site that does not intNab�to
other traffic. This drop-off site will be
consistent with applicable Americans with Diments. Tfi Ciymayallowa
group of employers to provide a shared drop-oa site is acce to all
participating employers.
It will be the goal of the City to reduce peak hour trip genera and from the study area by 10
percent through the use of a combination of transit service and rograms. The City
supports investigation of TDM strategies to reduce trip levels on roads. The City will be
advocating the development of a multi -community, multi -county partnership with the business
community to promote these strategies.
Airports
There'Are no existing or planned airports within the City of Chanhassen. Commercial air service
is availably; at Twin Cities International Airport and general aviation is available at Flying Cloud
Airport in Ed4en Prairie. Flying Cloud Airport is approximately 4 miles east of the City of
Chanhassen.
Despite the lack of airports in Chanhassen, the City has two primary aviation concerns: first -
physical obstructions are controlled, and second - seaplane operations. At the present, the tallest
manmade structures within Chanhassen are the City's water towers, which average 135 feet.
Structures under 200 feet are not considered obstructions under State rules. Radio towers are
the only potential structures that may exceed the 200 foot threshold. If proposals for towers
occur, the city will require that they comply with all State, Federal and local requirements.
Lakes Minnewashta and Riley are used by seaplanes. To date, there have been few conflicts
between boat traffic and seaplane usage. Continued usage in these areas is not viewed as a major
issue due to the small number of aircraft and off peak hour operation by their owners. If in the
future the numbers of aircraft increases or the potential for serious usage conflicts occurs, the
City may work with State and regional authorities to limit or ban seaplane usage.
35
Trails and Sidewalks
The sidewalk and trail system is discussed primarily as part of the recreation element in the
Comprehensive Plan. The City desires to be pedestrian friendly. To accomplish this, the City
must assure that City improvements and private developments provide pedestrian and bicycle
linkages. An integral component of the transportation system is the pedestrian and bicycle
sidewalks and trails. Trails also provide a health benefit to residents and visitors to the City. The
City continues to plan for an extensive trail system throughout the community. These trails will
provide linkages between individual neighborhoods as well as connecting these neighborhoods to
the rest of the community. As new development is proposed and reviewed, the City will
continue to require that these pedestrian linkages be included as part of the project.
RELATIONSHIP OF THE TRANSPORTATION PLAN TO THE METROPOLITAN
SYSTEM
In 2015, the Metropolitan Council issued a Systems Information Statement to the City of
Chanhassen. The City was encouraged to address issues identified in the Statement and to ensure
that planning in Chanhassen was consistent with the Metropolitan Council's newly revised
Transportation Policy Plan. This section is intended to identify how the revisions to the City's
Transportation Plan support the Metropolitan Council's Plan.
As the region continues to grow, utilization of the metropolitan highway system is expected to
increase. In some cases, these facilities will become congested. Due to the regional function that
these facilities perform, many of the factors affecting segments that are in the City of Chanhassen
are beyond the City's control. Nevertheless, the City supports the desire to resolve transportation
issues by coordinating its own efforts with those of adjacent communities, Carver County,
MnDOT and the Metropolitan Council.
To this effect, the City has undertaken a comprehensive approach for dealing with these
transportation issues. This approach considers the following methods for dealing with current
and future problems: (1) an updated roadway plan, (2) support of regional programs and
activities; and (3) initiation of a TDM program. The City s approach to each of these is described
below:
1. The City has adopted a Transportation Plan that recognizes the need to support the
metropolitan highway system. The major elements of the new plan are:
An arterial and collector system spaced in accordance with Metropolitan Council
guidelines contained in the Transportation Policy Plan.
• An arterial system that provides both east -west and north -south continuity between the
City of Chanhassen and adjacent communities, thus providing alternatives to the
metropolitan system for medium- and long-distance inter -community trips.
36
• Arterial and collector roadways that are parallel to the metropolitan system, thus
providing alternate routes for short and medium length trips and eliminate them from the
metropolitan system.
2. The City of Chanhassen supports Metropolitan Council and MnDOT plans to improve the
metropolitan transportation system in the following areas:
• The city will coordinate site-specific installations with MnDOT in order to develop
geometric designs at access streets that will accommodate the resulting queues and
reduce the traffic impacts on the local street system.
The City supports the efforts of MnDOT
PLAN IMPLEMENTATION
Previous sections have examined future travel
a Transportation Plan, and have reco ended
This section concentrates on exami Ste
Plan. It discusses a general strategy
plan.
Transportation
By adopting the Trz
decisions regarding
necessary,Wtespondto ch
assumpliions under which the
population trends, changing fn n
governmental input, and update the
City awcil will
a -pew Minnesota River Crossing.
vested gui Vsiderations. or developing
)nsiveto the
dement the Tortation
future in accomplishing the
the guidelines by which
e in Chanhassen. It should be revised as
The City should periodically review the
ding estimates of future development,
considerations, and citizen and
The plan should be circulated widely so th�dt residents and the business community are aware of
the opportunities and limitations that the plan provides, thus enabling all interested parties to plan
with full knowledge.
Jurisdictional Realignment Process
In general, it is good policy that Carver County and the State (MnDOT) assume responsibility for
the arterial system, and that the City assume responsibility for the collector and local street
systems. This is, to a large extent, the situation in Chanhassen. Currently, Carver County has not
accepted the tumback of TH 101. Other roadways that are under consideration for jurisdiction
change include:
• County Road 117 (Galpin Boulevard) from TH 5 to the north City limit (tumback from
County to City). This roadway is designated as a local collector street and does not function
to serve regional or inter -county type traffic. However, this roadway meets a rural design
*l
standard and should be upgraded to an urban design with capacity improvements prior to the
City accepting jurisdiction.
TH 5 and TH 41—The TSP developed by MnDOT indicated that all non -principal arterial
routes in the metropolitan area should be considered for tumback. This included both TH 5
and TH 41. These routes currently playa critical role in the region. A jurisdictional change
should not be considered unless a new river crossing is made linking U.S. Highway 212 and
U.S. Highway 169.
Access Management
The City of Chanhassen, through its ordinances, has authority to approve developments
contiguous to city streets. As part of this process, the City will work with MnDOT and Carver
County on managing access to all arterial and important collector routes within the City. Access
management will help maintain mobility and provide increased safety for route users. Access
guidelines will be developed as part of the Carver County Transportation Plan. The City will
assist in this process by carefully considering any parcel splits along arterial corridors, promoting
frontage roadways to serve developments rather than direct access. In addition, the city will
make available any access guidelines to developers so that they are aware of limitations prior to
beginning preliminary platting of property.
Establish Improvement Programs
An overall strategy of improvement, tempered by fiscal constraints, begins with an analysis of
key intersection capacity improvement projects, safety improvements and the protection of access
by establishing strict standards and by designating necessary right-of-way. Identifying future
needs for facility rights-of-way followed by timely "set-aside" programs will, in the long run,
save the community much in the way of financial resources. Roadway improvements should also
be geared toward providing for transit needs, particularly in the area of meeting turning radii,
traffic signals and adequate roadway structure. It should be pointed out that non -motorized travel
needs must also be carefully considered. Chanhassen will continue its policy of designating
sufficient right-of-way to provide for sidewalk and bikeway needs.
SOURCES OF FUNDING
Roadways under City jurisdiction are maintained, preserved, constructed and re -constructed by
the City's Department of Public Works. Rehabilitation and reconstruction pojects are typically
performed by a contractor under supervision of the City's Engineering Department. Funding for
these activities, including the administrative costs of operating the department, are obtained from
a variety of sources including ad valorem taxes, special assessments, development fees,
Municipal State Aid, state and federal project funding and tax increment financing. A major
concern of the City is the availability of sufficient funds for maintenance and construction
activities. If funds are unavailable, needed projects may be delayed or terminated and
maintenance of existing facilities may fall short of acceptable standards. The following
discussion explains the existing sources of funding and potential new sources of revenue.
M
State Aid
An extremely important source of revenue to the City is state -aid. A network of city streets
called Municipal State -Aid Streets is eligible for funding assistance with revenue from the
Highway User Tax Distribution Fund. This fund acts as a distribution or tax clearance fund, and
tax income received into the fund is transferred to various transportation related funds for
expenditure. The fund receives revenue from two principal sources: 1) gasoline taxes, and 2)
vehicle registration taxes. These two sources are permanently' dedicated to this fund. Ninety-five
percent of the net proceeds of the Highway User Tax Distribution Fund are distributed annually
according to a constitutionally mandated formula: 62 percent to the Trunk Highway Fund, 29
percent to the County State -Aid Highway Fund, and 9`percent to the Municipal State -Aid Street
Fund.
Assessments
Property that benefits from a roadw
of the cost of construction. In order
property will benefit from the imprc
is also limited by the almost certain
roadway.
Since 1989, the City,
assessment practice r
rolls to ensure fair and
Maintenance (Pothole filling,
Maintenance costs are not
through the,City's Annual
ed for improvement may be assessed for a portion
a property owner, it must be demonstrated that the
r this reason, it is a limited source of revenue. It
t the property must have access to the
011111WO110'VlWsessment practices. This
it to City stiff in preparation of assessment
of alWperties within the City of Chanhassen.
coat.)
property owners. Maintenance are financed
1W
Rehabilitation (Repair of probl)m areas to full depth, milling of edge or full width of existing
pavement, repair to txCisting catch basins and/or curb and gutter, pavement overlay.)
Rehabilitation costs are assessed using the following formula:
Total Project Cost = 60% paid by City + 40% assessed to abutting
(City share may be MSA, General property owners
TIF, Federal or State grants, etc.)
Residential properties abutting collector or commercial streets shall be assessed using the same
formula; however, the assessments shall be reduced to be equivalent to a typical 31 -foot
residential street section.
9M
Reconstruction (Removal of existing street and construction of new street. May include sanitary
sewer or water main and storm water improvements. May recycle the existing asphalt as gravel
base.)
Reconstruction cost are assessed using the same formula as Rehabilitation.
New Construction (Construction of new streets or utilities or a significant upgrade from the
previous facities, e.g., a 4 -lane street replaces and existing 2 -lane.)
New construction will be assessed 100% to the benefitting properties.
Note: If a feature (sanitary sewer, water curb and gutter, etc.) that did not previously exist is
added during a rehabilitation or reconstruction project, that cost of that item is treated as new
construction with the remaining project costs being treated as rehabilitation or reconstruction.
Work done by City crews may be maintenance, rehabilitation or new construction. This work is
not typically assessed. Exceptions would include work associated with an assessment agreement
sign by the property owner and approved by City Council and work specifically authorized by the
City Council to be done by City crews and assessed to the abutting properties.
Ad Valorem Taxes
If 20 percent of the cost of a city project can be assessed to the adjacent property owners, the
remaining cost of the project can be added to the ad valorem or property taxes of the remaining
property owners in the City. Ad valorem taxes for street improvements are excluded from the
state mandated levy limits.
Property Tax Funding
The seven metropolitan counties — through their regional railroad authorities — are authorized by
State Statute to impose levies on real estate of up to a maximum of 0.04835% of market
valuation to pay for capital and/or operating costs of passenger rail service.
Tax Increment Financing
Establishing a tax increment financing (TIF) district is a method of funding infrastructure
improvements that are needed immediately using the additional tax revenue to be generated in
future years by a specific development. Municipal bonds are issued against this future revenue
which is dedicated for a period of years to the repayment of the bonds or to other improvements
within the TIF project area. When used appropriately, a TIF can accelerate economic
development in an area by insuring that the needed infrastructure is in place without requiring
support from the usual funding. This method of financing has already been used successfully in
the City of Chanhassen and is expected to be used again in selected areas in the fixture.
POTENTIAL SOURCES OF REVENUE
Revenues available from current sources of funding are not always sufficient to meet highway
maintenance and construction needs. In order to reduce the potential shortfall of revenue, other
sources of funding need to be considered.
Impact Fees--hnpact fees are assessed to individual developers as property is improved. An
attempt is made to determine what impact the additional traffic will have on roadways both near
the development and away from it. The cost associated with im roving the roadway system
sufficiently to handle the additional traffic is assessed to the dgOener.
Road Access Charge--hnpact fees are assessed after
specific impacts of a specific development. A road
development based on the trip generation rate of
specific impacts. Revenues from this fundin
arterial and collector streets in the jurisdictio ect
required for this type of funding mechanism to b
these fees because of their zoning and developmen
is made to determine the
;ss ch ge would be assessed all new
L
�w developinettt but without documenting
would be used 19 construct or improve
ng the tax. New legislation would be
dementL Cities are in a position to assess
\.
Transportation Utility Billing --Under the concept oNai sportation utility, all
properties would be subject to a periodic fee (i.e., mobased upon the number of
vehicle -trips generated by the type of property. This en be used for
transportation improvements that produce communitycluding the reconstruction
of existing roads and preventive maintenance to reduce deterioration. Such a fund would be
especially useful for the maintenance of collector streets which are under the city's jurisdiction,
particularly when it is difficult to show enough direct benefit to adjacent property owners to be
able to charge an assessment. The periodic nature of the utility billing would also provide a
stable source of income to support a regular maintenance program for the entire street system.
Such a utility would be administered by individual cities, with each city deciding on their own
fee structure. At the present time, this sort of revenue source is not permitted by the state, but
efforts are underway to persuade the State Legislature to pass legislation allowing the cities to
obtain revenue in this way.
Wheelage Tax - Any city (Minnesota Statutes Section 426.05) or metropolitan county board of
commissioners (Minnesota Statutes Section 163.051) may impose an annual wheelage tax upon
motor vehicles using the public streets or highways. Carver County currently imposes a
wheelage tax for roadway improvements in the County.
Local Planning Policies
Chanhassen has different policies pertaining to construction standards for urban versus rural local
streets. Urban roadways are required to dedicate 60 feet of right-of-way for local streets and 31 -
foot wide pavement width. Rural roadways are also required to have a bituminous surfacing 24
feet wide contained within a 60 foot right-of-way. Right-of-way widths may be reduced to 50 feet
if there is extenuating environmental or physical constraints on a property.
41
Current City policy also allows the construction of private streets. Up to four single-family
residences may be served via a private street if it is demonstrated to be unfeasible or unnecessary to
construct a public street. In such cases, 30 feet of easement is required with the roadway consisting
of a 20 -foot wide paved surface. Multi -family private streets require 24 feet of paved surface in a
40 -foot easement. Commercial, industrial, and office development may be served by 26 feet wide
paved private streets within a 40 -foot wide access easement.
Pavement Management
Historically, the emphasis for growing communities has been building roads and implementing
preventive maintenance due to the relatively new network system. But as street networks age, the
new focus is on maintaining and preserving existing pavement surfaces. A pavement management
program is a systematic approach to using a series of pavement treatment options over time. One
treatment at the right time will improve the quality of the pavement surface and extend the
pavement life, but the true benefits of the pavement management program are realized when there
is a consistent schedule.
An effective pavement management program integrates many preventive maintenance strategies,
rehabilitation and reconstruction treatments. The goal of such a program is to extend pavement life
and enhance system -wide performance in a cost-effective and efficient way. Studies show that
preventative maintenance is six to ten times more cost effective than a minimal maintenance
program with only some rehabilitation and reconstruction maintenance strategies used.
The City of Chanhassen recognizes that the street infrastructure is an asset to the community that
needs to be maintained. In 2004, the City began a pavement management program to identify
long-term needs of the City street network. The objective of the program is to have a long-term
pavement management plan that can realistically be funded and does not have significant peaks
and valleys in the annual budgets. Also, the program will help identify projects long term that will
give residents some idea when their street will be proposed for improvements. The program is
structured to propose projects when projects are warranted and to have a consistent methodology
for proposing street improvement projects. Over the past years, staff has used this information to
ascertain which streets require improvements and what type of improvement is required.
There are three main types of pavement treatment options:
1. Preventive Maintenance: This item includes filling potholes, patching, crack sealing and seal
coating.
2. Rehabilitation: Performed to correct deficiencies that occur in pavements such as extensive
cracking and potholing. This type of maintenance includes mill and overlays.
3. Reconstruction: This item is performed when corrective maintenance is no longer appropriate.
Studies conducted by a number of agencies indicate that as pavement conditions decrease, the cost
42
Eason
Tma
rets
For the appropriate improvements significantly increases. A typical graph of a pavement
degradation curve taken from the American Public Works Association is shown above. This graph
shows that it is more cost effective to have pavement repaired with preventative maintenance than
it is to wait until the pavement needs reconstruction.
Bridges
Bridges meeting the State of Minnesota definition are inspected according to the National Bridge
Inspection Standard and are typically inspected every one to two years depending on their
condition.
Capital Improvements
Table to be inserted.
TRANSPORTATION GOALS AND POLICIES
The Metropolitan Council's Transportation Policy Plan identifies a policy framework within
which the Chanhassen Transportation Plan was developed. The City's transportation policies are
supportive of metropolitan policies and consistent with the plans and programs of the
Metropolitan plan, State systems and Carver County's plan and relate directly to the objectives of
the City of Chanhassen.
GOAL
To create an integrated, multi -modal transportation system which permits safe, efficient and
effective movement of people and goods while supporting the City's development plans, and
complementing the metropolitan transportation system that lies within its boundaries.
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TRANSPORTATION POLICIES
General
Thoroughfares and major routes should be planned so as to reduce conflicts between external
traffic and local traffic while facilitating development in the community.
Through the development review process, the City will strive to discourage development from
occurring within the designated roadway corridors as well as limiting access to collector streets,
minor arterials, intermediate arterials and principal arterials. Access points to the regional
roadway system should be adequately controlled in terms of driveway openings and side street
intersections.
Promote safe and convenient access connections between the highway system and major
commercial areas, industrial uses, and residential neighborhoods.
Roadways
Encourage multiple uses of right-of-way areas accommodating various modes of transportation.
New roadway facilities should be constructed in conjunction with new developments and
designed according to the intended function. They should be planned and designed to be
compatible with the surrounding environment.
Existing roadways should be upgraded when warranted by demonstrated volume, safety or
functional needs. Roadways shall also be maintained and repaired to ensure the greatest possible
useful life.
Residential street systems should be designed to discourage through traffic and to be compatible
with other transportation modes including transit, bicycle and walking.
The City will implement roadway design standards and inspection practices which ensure proper
construction.
Streets shall be designed and operated to enable safe access for all users, including pedestrians,
bicyclists, motorists and transit riders of all ages and abilities.
Transit
The City encourages all forms of ridesharing in order to reduce vehicle miles of travel, reduce
petroleum consumption, and improve air quality.
The City will review all major new developments in light of the potential for ridesharing
including bus accessibility, preferential parking for carpools/vanpools, and mixed use
development.
The City will support Federal, State, Metropolitan and local efforts directed toward the provision
Of rail transit for the community, the region, and the state.
The City encourages cooperation with the Metropolitan Council and Southwest Transit
Commission in order to provide future transit service to and within the community. The City
will support the development of park and ride facilities that encourage transit use.
Parking
�t
ti
The City will continue review new developments for of parking based upon need
and the potential for joint use of parking facilities.
Sufficient parking, transfer and bus stop facilities should be provided to meet the needs of mass
transit in major employment and commercial areas and in higher density,residential and mixed
use areas.
Pedestrian/Bicycle
Major activity centers should provide
necessary bicycle parking facilities.
The City will pro
energy resources,
of pollution and c
Pedestrian and bicyLle trails
across major roadways And
Sidewalks apd/or trails should be rei
adjacent to schools and other public
high volume roads.
Other
N
and bicycles including
PFaYsIlIftil facilities in order to conserve
improve alth and assist in the abatement
major generators and have continuity
commercial, industrial, and residential areas;
and along at least one side of collectors and other
Mapped Road System. The City will utilize the land use plan and transportation plan maps to
illustrate planned road alignments and to facilitate their acquisition and construction as new
developments are proposed. The plan maps will illustrate all collector and arterial street
alignments. They will also be revised from time to time by the City during the subdivision
review process.
Subdivisions. As a part of platting, each development should provide dedication and
improvement of public streets consistent with the standards found in city ordinances. The city
will promote the provision of street and pedestrian connections to maximize safety and ease of
access.
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Buffer. Sufficient setbacks and/or berming should be designed into all development projects
adjacent to major public roadways.
Capacity. Coordinate existing and planned transportation facilities and their capacities with
land use types and densities with particular emphasis on land development in the vicinity of
interchanges and intersections.
Maintenance. The City will continue an ongoing maintenance program in order to maximize the
community's investment in transportation facilities.
Circulation. For proposed developments, the City will require detailed circulation and access
plans which depict the impact of the proposed development on both the existing and future
transportation systems.
Arterial Deficiencies. The City will support Federal, State, Metropolitan and local efforts
directed toward the timely construction of a new Minnesota River crossing connecting Trunk
Highways 169 and 212, upgrading of TH 5 west of TH 41, realignment and construction of TH
101 south of Pioneer Trail, upgrading of TH 101 north of TH 5, TH 41, and other facilities
serving the area.
Chanhassen will coordinate efforts with Eden Prairie, Victoria and other appropriate
jurisdictions to insure that TH 5 and 101 continue to function effectively.
Construction and Maintenance. Chanhassen will coordinate the construction and maintenance
of hard surfaced local streets, collectors, and arterials.
Interconnect Neighborhoods. It is the City's policy to require interconnections between
neighborhoods through the construction of local streets to foster a sense of community, to
improve safety, encourage health and to provide a convenient access for residents.
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