Appendix 5 Traffic AnalysisChanhassen 2005 Alternative Urban Areawide Review 2016 Update
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APPENDIX 5—TRAFFIC ANALYSIS
Appendix 4
Traffic Analysis
Chanhassen 2005 AUAR Update
CHANHASSEN, MINNESOTA
UPDATED MARCH 2017
Prepared By:
1 Chanhassen 2005 AUAR Update │Appendix 4 -Traffic Analysis
Updated March 2017
Contents
1.0 INTRODUCTION................................................................................................................... 4
1.1 REPORT PURPOSE AND OBJECTIVES .............................................................................. 4
2.0 PROPOSED DEVELOPMENT .............................................................................................. 5
2.1 SITE LOCATION ................................................................................................................... 5
2.2 EXISTING AND FUTURE LAND USE ................................................................................... 5
2.3 ANALYSIS SCENARIOS ....................................................................................................... 6
3.0 STUDY AREA ....................................................................................................................... 7
3.1 STUDY AREA ....................................................................................................................... 7
3.2 ADJACENT LAND USE ......................................................................................................... 7
3.3 SITE ACCESSIBILITY ........................................................................................................... 7
3.4 SITE CIRCULATION ............................................................................................................. 7
4.0 EXISTING CONDITIONS ...................................................................................................... 9
4.1 PHYSICAL CHARACTERISTICS .......................................................................................... 9
4.2 TRAFFIC VOLUMES ........................................................................................................... 11
5.0 PROJECTED TRAFFIC ...................................................................................................... 12
5.1 SITE TRAFFIC FORECAST ................................................................................................ 12
5.2 FUTURE TRAFFIC FORECASTING.................................................................................... 14
5.3 TOTAL TRAFFIC ................................................................................................................ 14
6.0 TRAFFIC AND IMPROVEMENT ANALYSIS ....................................................................... 15
6.1 EXISTING LEVEL OF SERVICE ANALYSIS ....................................................................... 16
6.2 YEAR 2022 BACKGROUND LEVEL OF SERVICE ANALYSIS............................................ 17
6.3 YEAR 2022 BUILDOUT LEVEL OF SERVICE ANALYSIS ................................................... 18
6.4 YEAR 2022 BUILDOUT LEVEL OF SERVICE ANALYSIS (WITH MITIGATION).................. 22
6.5 TURN LANE ANALYSIS ...................................................................................................... 24
7.0 CONCLUSIONS AND RECOMMENDATIONS .................................................................... 25
7.1 EXISITNG LEVEL OF SERVICE ANALYSIS SUMMARY ..................................................... 25
7.2 BUILDOUT LEVEL OF SERVICE ANALYSIS SUMMARY ................................................... 25
7.3 MITIGATION PLAN ............................................................................................................. 26
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Appendices ............................................................................................................................... 27
TABLES
TABLE 1: 2005 AUAR LAND USES……………………………………………………………..…………………5
TABLE 2: 2017 AUAR UPDATE LAND USES…………………………..……………………..…………………6
TABLE 3: TRAFFIC ANALYSIS SCENARIOS…………………………..……………………..…………………6
TABLE 4: SUMMARY OF EXISTING ROADWAY CONDITIONS……..……………………..……………….10
TABLE 5: EXISTING ADT VOLUMES……..……………………..………………………………………….…..11
TABLE 6: CONCEPT A TRIP GENERATION SUMMARY…….…..…………………………………………..12
TABLE 7: CONCEPT B TRIP GENERATION SUMMARY…….…..…………………………………………..13
TABLE 8: LEVEL OF SERVICE GRADING CRITERIA..…….…..……………………………………………..15
TABLE 9: EXISTING LOS SUMMARY (UNSIGNALIZED)……………………………………………………..16
TABLE 10: EXISTING LOS SUMMARY (SIGNALIZED)…………..………………………………….………..16
TABLE 11: YEAR 2022 BACKGROUND LOS SUMMARY (UNSIGNALIZED)…………………………..….17
TABLE 12: YEAR 2022 BACKGROUND LOS SUMMARY (SIGNALIZED) ………………………….……...18
TABLE 13: YEAR 2022 BUILDOUT LOS SUMMARY (UNSIGNALIZED)……………………….………..….19
TABLE 14: YEAR 2022 BUILDOUT LOS SUMMARY (SIGNALIZED) ………………………………….…...20
TABLE 15: YEAR 2022 BUILDOUT MITIGATION LOS SUMMARY (UNSIGNALIZED)………….………...22
TABLE 16: YEAR 2022 BUILDOUT MITIGATION LOS SUMMARY (SIGNALIZED) ………....…...….…...23
3 Chanhassen 2005 AUAR Update │Appendix 4 -Traffic Analysis
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EXHIBITS
EXHIBIT 1: PROJECT LOCATION MAP
EXHIBIT 2: EXISTING AND PROPOSED AUAR DEVELOPMENT
EXHIBIT 3: EXISTING TRAFFIC VOLUMES
EXHIBIT 4: PROJECT TRIP DISTRIBUTION
EXHIBIT 5: PROJECT TRIP ASSIGNMENT (CONCEPT A)
EXHIBIT 6: PROJECT TRIP ASSIGNMENT (CONCEPT B)
EXHIBIT 7: BACKGROUND TRAFFIC VOLUMES
EXHIBIT 8: BUILDOUT TRAFFIC VOLUMES (CONCEPT A)
EXHIBIT 9: BUILDOUT TRAFFIC VOLUMES (CONCEPT B)
EXHIBIT 10: PROPOSED MITIGATION PLAN
Chanhassen 2005 AUAR Update │Appendix 4 -Traffic Analysis
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1.0 INTRODUCTION
This report documents a traffic analysis performed as part of the Chanhassen Alternative Urban Area
Review (AUAR), Section 21, for a proposed development surrounded by Lyman Boulevard, Powers
Boulevard, Pioneer Trail, and Audubon Road in the City of Chanhassen, Minnesota.
1.1 REPORT PURPOSE AND OBJECTIVES
The purpose of this study is to address traffic and transportation impacts of the proposed development on
surrounding streets and intersections. This traffic impact study was prepared based on criteria set forth by
the AUAR guidelines. The following specific information, per AUAR recommended content, should be
provided:
·A description and map of the existing and proposed roadway system, including state, regional, and
local roads to be affected by the development of the AUAR area. This information should include
existing and proposed roadway capacities and existing and projected background (i.e. without the
AUAR development) traffic volumes;
·Trip generation data – trip generation rates and trip totals – for each major development scenario
broken down by land use zones and/or other relevant subdivisions of the area. The projected
distributions onto the roadway system must be included;
·Analysis of impacts of the traffic generated by the AUAR area on the roadway system, including:
comparison of peak period total flows to capacities and analysis of Level of Service and delay times
at critical points (if any);
·A discussion of structural and non-structural improvements and traffic management measures that
are proposed to mitigate problems.
Note: in the above analyses the geographical scope must extend outward as far as the traffic to be
generated would have a significant effect on the roadway system and traffic measurements and projections
should include peak days and peak hours, or other appropriate measures related to identifying congestion
problems, as well as ADTs.
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2.0 PROPOSED DEVELOPMENT
2.1 SITE LOCATION
The AUAR development is in the City of Chanhassen, Minnesota. The site is bordered by Lyman Boulevard
to the north, Powers Boulevard to the east, Pioneer Trail to the south, and Audubon Road to the west. The
project location is shown in Exhibit 1.
2.2 EXISTING AND FUTURE LAND USE
The overall development consists of a mix of residential, office, retail, and general light industrial. The total
site area is on approximately 625 acres.Table 1 provides a summary of the land uses that were assumed
in the 2005 AUAR analysis.
TABLE 1: 2005 AUAR LAND USES
TAZ LAND USE SIZE
1 (Degler Property)School 1,700 Students
2 (Town and Country)Residential – Attached 313 DU
Office/Light Industrial 56,584 SF
3 (Town and Country)Residential – Attached 227 DU
Office/Light Industrial 242,673 SF
4 Office/Light Industrial 153,026 SF
5 Residential – Detached 11 DU
Office 271,531 SF
6 Residential – Detached 401 DU
Residential – Attached 140 DU
7 Residential – Detached 207 DU
8 Residential – Detached 335 DU
Since the original AUAR document in 2005, some of the project area has been developed. The school that
was planned for TAZ 1 has since been constructed on the north side of Lyman Boulevard.
Table 2 provides a summary of the existing land uses that have been constructed, as well as the remaining
development that is unbuilt. The table provides specific information for the NE quadrant, which is the
location of a proposed Planned Unit Development called Avienda. Two separate concept plans have been
put together for the Avienda development; Concept A assumes the existing wetlands will be mitigated and
developed, whereas Concept B assumes the wetlands would remain. In conjunction with the Avienda
development, two concepts have been developed for the SE quadrant, both of which contain a mix of
residential and office land uses. Concept A assumes a larger amount of residential development while
Concept B assumes are larger amount of office development.Exhibit 2 provides a map with the areas that
have already been developed, as well as the locations of the remaining undeveloped areas.
Chanhassen 2005 AUAR Update │Appendix 4 -Traffic Analysis
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TABLE 2: 2017 AUAR UPDATE LAND USES
DEVELOPED LAND USE SIZE
SW Quadrant Residential-Detached +/- 240 Units
Residential-Attached +/- 415 Units
UNDEVELOPED LAND USE CONCEPT A CONCEPT B
NW Quadrant Light Industrial 440,100 SF 440,100 SF
NE Quadrant
Retail 419,500 SF 231,000 SF
Office 150,000 SF 150,000 SF
Residential-Attached (Apartments)407 Units 280 Units
Residential-Attached (Townhomes)38 Units 80 Units
Hotel 100 Rooms 150 Rooms
Day Care Center 16,000 SF 6,000 SF
SE Quadrant Office 240,600 SF 428,600 SF
Residential-Attached (Townhomes)157 Units 34 Units
As the future parcels develop, Bluff Creek Boulevard will be extended from its current terminus through the
Avienda development and connect at the existing intersection of Powers Boulevard & TH 212 (North). The
NW Quadrant will provide an internal collector that will connect the intersection of Lyman Boulevard &
Audubon Road North and Audubon Road & Lakeview Drive.
Because of natural waterways and existing roadways, the SE quadrant is broken up into three areas. The
eastern property (east of Highway 212) will be served by two cul-de-sac roadways, one connecting to
Pioneer Trail and one connecting to Powers Boulevard. The western property (west of Highway 212) will
be served by a cul-de-sac roadway that connects to Bluff Creek Drive, north of Pioneer Trail.
The existing and proposed connections that serve the AUAR development are shown in Exhibit 1.
2.3 ANALYSIS SCENARIOS
As part of the 2005 AUAR, the base year was assumed to be 2003 and the background year was assumed
to be 2010. As part of the 2017 AUAR Update, the base year was assumed to be 2015 and the background
year was assumed to be 2022. For the purposes of the analysis, it was assumed that all undeveloped
parcels will be developed by 2022.Table 3 describes the scenarios analyzed for the 2017 AUAR Update.
TABLE 3: TRAFFIC ANALYSIS SCENARIOS
SCENARIO ANALYSIS PERIOD
WITHOUT UNDEVELOPED AUAR PARCELS
E-1 Existing Traffic; Existing Network
F-1 2022 Projected Background Traffic
WITH UNDEVELOPED AUAR PARCELS
F-2 2022 Projected Traffic, Concept A Land Uses; includes all internal roads
F-3 2022 Projected Traffic, Concept B Land Uses; includes all internal roads
7 Chanhassen 2005 AUAR Update │Appendix 4 -Traffic Analysis
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3.0 STUDY AREA
3.1 STUDY AREA
The study area includes the existing and future intersections that have a significant effect on the roadway
system due to the AUAR development. The study area for the 2017 AUAR update is generally consistent
with the 2005 AUAR. These intersections include:
· Audubon Road & Lyman Boulevard
· Audubon Road & Lakeview Drive/NW Quadrant Access
· Audubon Road & Bluff Creek Boulevard/Butternut Drive
· Audubon Road & Pioneer Trail
· Pioneer Trail & Bluff Creek Drive
· Pioneer Trail & SE Quadrant Access
· Pioneer Trail & Powers Boulevard
· Powers Boulevard & SE Quadrant Access
· Powers Boulevard & TH 212 Ramp (South)
· Powers Boulevard & TH 212 Ramp (North)/NE Quadrant Access
· Lyman Boulevard & Powers Boulevard
· Lyman Boulevard & Sunset Trail/NE Quadrant Access
· Lyman Boulevard & Audubon Road (North)/NW Quadrant Access
The projected build out of the AUAR development is anticipated to be 2022. The Avienda development is
anticipated to be under construction in 2018, with the NW and SE quadrants following in development.
3.2 ADJACENT LAND USE
The land uses adjacent to the AUAR development are generally residential. There is a golf course located
on the south side of Pioneer Trail, to the southeast of the AUAR development. The existing high school is
located on the north side of Lyman Boulevard, to the northwest of the AUAR development. There is open
space on the east side of the AUAR development, across from Powers Boulevard.
3.3 SITE ACCESSIBILITY
The site is accessed locally via Audubon Road, Lyman Boulevard, Pioneer Trail, and Powers Boulevard.
Regional access is provided by TH 212 and by other Principal Arterials such as Trunk Highway 5, Trunk
Highway 41, and Trunk Highway 101.
3.4 SITE CIRCULATION
The locations of the intersections of the internal roadway system with the perimeter streets were based
upon coordination with MnDOT and Carver County. Since the previous AUAR document, Bluff Creek
Boulevard and Bluff Creek Drive have been constructed to serve as internal roadways. The following
provides a summary of the existing and future internal roadway system:
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Existing Roadways
·Bluff Creek Boulevard connects at the intersection of Audubon Road & Butternut Drive, and
intersects Bluff Creek Drive at the existing roundabout. From there, Bluff Creek Drive heads to the
north and east and will ultimately extend to Powers Boulevard once the Avienda development is
completed.
·Bluff Creek Drive is a north-south roadway that connects to the realigned intersection of Pioneer
Trail & Bluff Creek Drive, and continues north to the existing roundabout.
·River Rock Road has been constructed as a north-south roadway that intersects Bluff Creek
Boulevard to the north and west of the existing roundabout.
Future Roadways
·NW Quadrant: An internal roadway will be constructed to serve the northwest quadrant
development. The roadway will connect to the existing intersections of Audubon Road & Lakeview
Drive and Lyman Boulevard & Audubon Road (North).
·NE Quadrant (Avienda Development): As previously mentioned, Bluff Creek Boulevard will be
constructed as an east-west roadway through the development and connect at the existing
intersection of Powers Boulevard & TH 212 (North). A north-south roadway will be constructed
through the northern end of the development and connect at the existing intersection of Lyman
Boulevard & Sunset Trail.
·SE Quadrant: The SE quadrant is broken up into three areas. The eastern property (east of
Highway 212) will be served by two cul-de-sac roadways, one connecting to Pioneer Trail and one
connecting to Powers Boulevard. The western property (west of Highway 212) will be served by a
cul-de-sac roadway that connects to Bluff Creek Drive, north of Pioneer Trail.
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4.0 EXISTING CONDITIONS
4.1 PHYSICAL CHARACTERISTICS
The existing roadway network within the study area includes Lyman Boulevard, Audubon Road, Pioneer
Trail, Powers Boulevard, and Bluff Creek Drive. Several streets that compose the existing roadway network
will carry trips generated by the AUAR development. Major characteristics of these roadways are
summarized in Table 4.
Lyman Boulevard (CSAH 18)is an east-west roadway that runs along the northern boundary of the AUAR
development. Since the original AUAR document was completed, Lyman Boulevard has been widened to
a four-lane roadway between Audubon Road and Powers Boulevard, with full median openings at Audubon
Road (North) and Sunset Trail.
Audubon Road (CSAH 15),between Lyman Boulevard and Pioneer Trail, is a County road that runs north-
south in the vicinity of the development area. Audubon Road has offset intersections at Lyman Boulevard,
which are approximately 1,530 feet apart. The westernmost intersection is signalized and the easternmost
intersection is stop-controlled in the north and south approaches.
North of Lyman Boulevard, Audubon Road is a City collector road.
Pioneer Trail (CSAH 14)is an east-west roadway that is adjacent to the southern border of the AUAR
development. Pioneer Trail is currently a three-lane roadway with approximately 48 feet of pavement.
Powers Boulevard (CSAH 17)runs north-south adjacent to the eastern border of the AUAR development.
At the time of the previous AUAR document, Powers Boulevard terminated at Lyman Boulevard. Since
then, the roadway has been extended to Pioneer Trail, and includes an interchange with TH 212.
Bluff Creek Boulevard has been constructed as part of the AUAR development, and was a future planned
roadway in the 2005 AUAR document. Currently, Bluff Creek Boulevard is a two-lane divided roadway that
extends from Audubon Road east to Bluff Creek Drive, then heads to the north and west. The roadway
currently terminates just east of River Road Drive.
Bluff Creek Drive south of Pioneer Trail has been realigned to the east since the 2005 AUAR document.
It is currently a two-lane undivided roadway south of Pioneer Trail. Bluff Creek Drive was constructed to the
north of Pioneer Trail as part of the AUAR development.
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TABLE 4: SUMMARY OF EXISTING ROADWAY CONDITIONS
STREET
NAME
STREET
NUMBER
FUNCITONAL
CLASSIFICATION
NUMBER
OF
LANES
POSTED
SPEED MEDIAN COMMENTS
Lyman
Boulevard CSAH 18 “A” Minor Expander (1)
“A” Minor Expander (3)4 50 mph Yes Widened to four-lane
divided in 2014
Audubon
Road (N)--Collector (2)2 No
Audubon
Road (S)CSAH 15 “A” Minor Expander (1)
“A” Minor Expander (3)2 50 mph No
Currently has bypass
lanes at “T”
intersections. Curb and
gutter at major
intersections.
Pioneer
Trail CSAH 14 “A” Minor Reliever (1)
“A” Minor Reliever (3)2 45 mph No
Powers
Boulevard CSAH 17 “A” Minor Expander (1)
“A” Minor Expander (3)4 50 mph Yes
There are left and right
turn lanes at all street
intersections. Path
along both sides.
Bluff Creek
Boulevard --Collector (2)2 35 mph Yes
Bluff Creek
Drive --Collector (2)2 35 mph No
It should be noted that values in this table have been updated to reflect current roadway conditions as of 2016,
and may vary from what was provided in the 2005 AUAR document.
(1) Metropolitan Councils’ Functional Classification Plan
(2) City of Chanhassen 2030 Comprehensive Plan
(3) Carver County 2030 Comprehensive Plan
The following intersections exist in the AUAR development and are shown with existing traffic control.
Some of these intersections differ from existing operations reported in the 2005 AUAR.
· Audubon Road & Lyman Boulevard (Signalized, FYA phasing for left-turns)
· Audubon Road & Lakeview Drive (EB stop-controlled)
· Audubon Road & Bluff Creek Boulevard/Butternut Drive (Signalized, protected phasing N-S)
· Audubon Road & Pioneer Trail (Signalized, FYA phasing for left-turns)
· Pioneer Trail & Bluff Creek Drive (Signalized, FYA phasing for left-turns)
· Pioneer Trail & Powers Boulevard (SB stop-controlled)
· Powers Boulevard & TH 212 Ramp South (Signalized, protected phasing)
· Powers Boulevard & TH 212 Ramp North (Signalized, protected phasing)
· Powers Boulevard & Lyman Boulevard (Signalized, FYA phasing for left-turns)
· Lyman Boulevard & Sunset Trail (SB stop-controlled)
· Lyman Boulevard & Audubon Road North (NB-SB stop-controlled)
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4.2 TRAFFIC VOLUMES
Average daily traffic (ADT) volumes were obtained from the MnDOT’s Transportation Data and Analysis
Traffic Volume Maps. Volumes for existing roadways within the study area are summarized in Table 5.
TABLE 5: EXISTING ADT VOLUMES
ROADWAY FROM TO ADT VOLUME
2012/2013 2014/2015
Lyman Boulevard
West of Audubon Road Audubon Road 11,000 12,100
Audubon Road Audubon Road North 9,400 14,600
Audubon Road North Powers Boulevard 8,800 9,700
Powers Boulevard East of Powers Boulevard 3,900 4,900
Audubon Road
North of Lyman Boulevard Lyman Boulevard 3,250 3,300
Lyman Boulevard Bluff Creek Boulevard 7,900 8,600
Bluff Creek Boulevard Pioneer Trail 7,100 8,100
Pioneer Trail South of Pioneer Trail 8,300 9,600
Pioneer Trail West of Audubon Road Audubon Road 8,800 9,200
Audubon Road Powers Boulevard 8,300 10,500
Powers Boulevard
North of Lyman Boulevard Lyman Boulevard 8,300 9,800
Lyman Boulevard TH 212 8,600 13,600
TH 212 Pioneer Trail 6,500 9,600
Bluff Creek
Boulevard Audubon Road East of Audubon Road 1,900 2,200
Bluff Creek Drive Pioneer Trail South of Pioneer Trail 2,950 2,950
Weekday AM and PM peak period turning movement counts were performed at the existing study area
intersections during the month of April 2015, except for Lyman Boulevard & Audubon Road (North), Lyman
Boulevard & Sunset Trail, and Audubon Road & Lakeview Drive. These counts were collected in 15-minute
intervals.Exhibit 3 provides a summary of the existing weekday AM and PM peak hour turning movement
volumes. It should be noted that at the time of the traffic counts not all of the residential area was built-out
(+/- 5% developed after the counts were taken).
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5.0 PROJECTED TRAFFIC
5.1 SITE TRAFFIC FORECAST
The Institute of Transportation Engineers’ (ITE)Trip Generation, 9th Edition was used to calculate the trip
generation potential for the remaining undeveloped parcels as part of the AUAR development. The manual
provides peak hour trips rates/equations and inbound-outbound percentages which were then used to
estimate the number of daily and peak hour trips that can be attributed to the remaining undeveloped
parcels. It was assumed that the traffic generated from the developed parcels is included in the existing
turning movement counts. Trip reductions were considered to account for both internal capture and pass-
by traffic for the Avienda development.
As previously mentioned, two future development scenarios were analyzed as part of this update to the
2005 AUAR.Table 6 provides a summary of trip generation for Concept A and Table 7 provides a summary
of trip generation for Concept B. Additional information on the trip generation can be found in the Appendix.
TABLE 6: CONCEPT A TRIP GENERATION SUMMARY
Property Land Use Intensity Trip Generation Values
Daily AM Total (In/Out)PM Total (In/Out)
NE Quadrant
Day Care Center 16,000 SF 1,185 195 (105/90) 195 (90/105)
Retail 393,000 SF 16,780 375 (235/140)1,460 (700/760)
Restaurant 26,500 SF 3,370 285 (155/130) 260 (155/105)
Office 150,000 SF 1,655 235 (205/30) 225 (40/185)
Residential-Attached
(Apartments)407 DU 2,590 205 (40/165) 240 (155/85)
Residential-Attached
(Townhomes)38 DU 125 10 (0/10)10 (5/5)
Hotel 100 Rooms 520 55 (30/25)60 (30/30)
Total Site Generated Trips 26,225 1,360 (770/590) 2,450 (1,175/1,275)
Internal Capture Reduction 6,448 295 (150/145) 660 (330/330)
Total Driveway Trips 19,777 1,065 (620/445) 1,790 (845/945)
Pass-By Reduction 5,512 --460 (230/230)
Total Net New Trips 14,265 1,065 (620/445) 1,330 (615/715)
NW Quadrant General Light Industrial 440,100 SF 3,065 405 (355/50) 425 (50/375)
Total Net New Trips 3,065 405 (355/50) 425 (50/375)
SE Quadrant
Office 240,600 SF 2,655 375 (330/45) 360 (60/300)
Residential-Attached
(Apartments)157 Units 1,075 80 (15/65)105 (70/35)
Total Site Generated Trips 3,730 455 (345/110) 465 (130/335)
Internal Capture Reduction 54 0 (0/0)10 (5/5)
Total Net New Trips 3,676 455 (345/110) 455 (125/330)
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TABLE 7: CONCEPT B TRIP GENERATION SUMMARY
Property Land Use Intensity Trip Generation Values
Daily AM Total (In/Out)PM Total (In/Out)
NE Quadrant
Day Care Center 6,000 SF 445 75 (40/35)75 (35/40)
Retail 224,000 SF 9,565 215 (135/80) 830 (400/430)
Restaurant 7,000 SF 890 75 (40/35)70 (40/30)
Office 150,000 SF 1,655 235 (205/30) 225 (40/185)
Residential-Attached
(Apartments)280 DU 1,820 140 (30/110) 170 (110/60)
Residential-Attached
(Townhomes)80 DU 265 20 (5/15)25 915/10)
Hotel 150 Rooms 970 80 (45/35)90 (45/45)
Total Site Generated Trips 15,610 840 (500/40)1,485 (685/800)
Internal Capture Reduction 3,206 160 (80/80) 380 (190/190)
Total Driveway Trips 12,404 680 (420/260)1,105 (495/6100
Pass-By Reduction 2,958 --240 (120/120)
Total Net New Trips 9,446 680 (420/260) 865 (375/490)
NW Quadrant General Light Industrial 440,100 SF 3,065 405 (355/50) 425 (50/375)
Total Net New Trips 3,065 405 (355/50) 425 (50/375)
SE Quadrant
Office (West)287,600 SF 3,170 450 (395/55) 430 (75/355)
Office (East)141,000 SF 1,555 220 (195/25) 210 (35/175)
Residential-Attached
(Townhomes)34 Units 115 10 (0/10)10 (5/5)
Total Site Generated Trips 4,840 680 (590/90) 650 (115/535)
Considering the proposed land uses for Concept A, the remaining AUAR development is anticipated to add
an additional 1,925 AM peak hour trips and 2,210 PM peak hour trips to the surrounding roadway network.
Considering the proposed land uses for Concept B, the remaining AUAR development is anticipated to add
an additional 1,765 AM peak hour trips and 1,940 PM peak hour trips to the surrounding roadway network.
Similar to the 2005 AUAR study, daily and weekday AM/PM peak hour project trips were distributed to the
surrounding roadway network based on the Metropolitan Council’s estimate of total residential population
and employment opportunities within an 11.8 miles radius of the site. This distribution was further refined
based on consideration for existing traffic volumes on the surrounding roadway network and discussion
with City of Chanhassen staff.Exhibit 4 provides the trip distribution for the undeveloped parcels.
Project trips were then assigned to the roadway network on the basis of the trip distribution and the likely
travel patterns to and from the site.Exhibit 5 provides the trip assignment for Concept A and Exhibit 6
provides the trip assignment for Concept B.
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5.2 FUTURE TRAFFIC FORECASTING
The background traffic volumes for the buildout year of 2022 were calculated based on applying a
background growth rate to the existing turning movement volumes. Consistent with the 2005 AUAR, a 1.5%
annual growth rate was applied. The background turning movement volumes for the study intersections are
provided in Exhibit 7 for the weekday AM and PM peak hours.
5.3 TOTAL TRAFFIC
The results of the traffic assignment from Figure 4 and Figure 5 were added to the 2022 background traffic
volumes shown in Exhibit 6 to produce total traffic volumes.Exhibit 8 provides the total traffic volumes for
Concept A and Exhibit 9 provides the total traffic volumes for Concept B.
15 Chanhassen 2005 AUAR Update │Appendix 4 -Traffic Analysis
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6.0 TRAFFIC AND IMPROVEMENT ANALYSIS
Traffic generated for the remaining development was assigned to the future roadway network. From this
traffic assignment that included background traffic growth, potential future impacts were determined.
Table 3 provides the traffic analysis scenarios for the AUAR update. Scenario E-1 was analyzed to
determine existing conditions and to determine baseline conditions. Scenario F-1 was analyzed to
determine if there would be any expected capacity issues at the study intersections when considering only
background growth. Scenario F-2 and F-3 were analyzed to determine if any future impacts to the study
area intersections can be expected with the potential buildout of Concept A and Concept B, respectively.
Level of service (LOS) analysis was conducted for the AM and PM peak hours (typically an hour between
7:00 AM to 9:00 AM and 4:00 PM to 6:00 PM, respectively) at each of the study intersections for the four
traffic analysis scenarios described above. LOS is a quantitative measure used by traffic engineers to
describe the operations of an intersection. It ranges from A to F, with A being the best and F being the worst
level of operation. LOS A conditions are characterized by minimal vehicle delay and free-flow conditions,
while LOS F is characterized by long vehicle delay – usually when demand exceeds available roadway
capacity. Although LOS E is defined as at-capacity, LOS D is generally the minimum acceptable level of
operation at an intersection. Each study intersection was analyzed based on the Highway Capacity Manual
using Synchro/SimTraffic software.
For unsignalzied intersections, LOS was reported for the stop-controlled movements and major street left-
turn movements. Major street through and right-turn movements were not reported because they are
assumed to experience zero delay and it can disproportionately skew the weighted average of all
movements, which can mask important LOS deficiencies. The overall intersection LOS was reported for
signalized intersections.Table 8 provides the LOS grading criteria for unsignalized and signalized
intersections.
TABLE 8: LEVEL OF SERVICE GRADING CRITERIA
Level of Service Average Control Delay (s/veh) at:
Unsignalized Intersections Signalized Intersections
A 0 – 10 0 – 10
B > 10 – 15 > 10 – 20
C > 15 – 25 > 20 – 35
D > 25 – 35 > 35 – 55
E > 35 – 50 > 55 – 80
F > 50 > 80
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6.1 EXISTING LEVEL OF SERVICE ANALYSIS
The LOS for unsignalized intersections are shown in Table 9 and LOS for signalized intersections are
shown in Table 10. The analysis was based on existing intersection control and lane assignments.
TABLE 9: EXISTING LOS SUMMARY (UNSIGNALIZED)
Intersection Analysis
Period
NB SB EB WB
L T R L T R L T R L T R
Lyman Boulevard &
Audubon Road North
AM E A A -- -- --
PM B A A -- -- --
Lyman Boulevard &
Sunset Trail
AM A A A -- -- --
PM B A A -- -- --
Powers Boulevard &
Pioneer Trail
AM E A B -- -- --
PM E B A -- -- --
Audubon Road &
Lakeview Drive
AM A -- -- -- B A
PM A -- -- -- A A
(1) “--“ = Not applicable
(2) Darkened boxes = movement not available
TABLE 10: EXISTING LOS SUMMARY (SIGNALIZED)
Intersection Analysis
Period
Overall
Intersection
Lyman Boulevard & Audubon Road AM B
PM B
Lyman Boulevard & Powers Boulevard AM B
PM B
Powers Boulevard & TH 212 (North)AM B
PM B
Powers Boulevard & TH 212 (South)AM B
PM A
Pioneer Trail & Bluff Creek Drive AM B
PM B
Audubon Road & Pioneer Trail AM B
PM B
Audubon Road & Bluff Creek Boulevard AM B
PM A
Bluff Creek Boulevard & Bluff Creek
Drive (Roundabout)
AM A
PM A
17 Chanhassen 2005 AUAR Update │Appendix 4 -Traffic Analysis
Updated March 2017
Based on the existing conditions analysis for unsignalized intersections, all the stop-controlled approaches
at the unisgnalzied study intersections are operating at an acceptable level of service (LOS D or better) for
both the AM and PM peak hours except for the following: SB left-turn movement at the intersection of Lyman
Boulevard & Audubon Road North and the SB left-turn movement at the intersection of Powers Boulevard
& Pioneer Trail.
Based on the existing conditions analysis for signalized intersections, all signalized intersections are
operating at an acceptable level of service for the weekday AM and PM peak hours.
6.2 YEAR 2022 BACKGROUND LEVEL OF SERVICE ANALYSIS
The LOS for unsignalized intersections are shown in Table 11 and the LOS for signalized intersections are
shown in Table 12. The analysis was based on Year 2022 background traffic volumes and existing
intersection control and lane assignments.
TABLE 11: YEAR 2022 BACKGROUND LOS SUMMARY (UNSIGNALIZED)
Intersection Analysis
Period
NB SB EB WB
L T R L T R L T R L T R
Lyman Boulevard &
Audubon Road North
AM F - A B -- -- --
PM B - A A -- -- --
Lyman Boulevard &
Sunset Trail
AM B - A A -- -- --
PM B - A A -- -- --
Powers Boulevard &
Pioneer Trail
AM F - A B -- -- --
PM F - C B -- -- --
Audubon Road &
Lakeview Drive
AM A A A A B A
PM A A A A B A
(1) “--“ = Not applicable
(2) Darkened boxes = movement not available
Chanhassen 2005 AUAR Update │Appendix 4 -Traffic Analysis
Updated March 2017
18
TABLE 12: YEAR 2022 BACKGROUND LOS SUMMARY (SIGNALIZED)
Intersection Analysis
Period
Overall
Intersection
Lyman Boulevard & Audubon Road AM B
PM B
Lyman Boulevard & Powers Boulevard AM B
PM B
Powers Boulevard & TH 212 (North)AM B
PM B
Powers Boulevard & TH 212 (South)AM B
PM A
Pioneer Trail & Bluff Creek Drive AM B
PM B
Audubon Road & Pioneer Trail AM B
PM C
Audubon Road & Bluff Creek Boulevard AM B
PM A
Bluff Creek Boulevard & Bluff Creek Drive
(Roundabout)
AM A
PM A
Based on the 2022 Background conditions analysis for unsignalized intersections, all the stop-controlled
approaches are anticipated to operate like Existing conditions. The SB left-turn movements at Lyman
Boulevard & Audubon Road North and Powers Boulevard & Pioneer Trail are anticipated to operate at
LOS F.
Based on the 2022 Background conditions analysis for signalized intersections, all the signalized
intersections are anticipated to operate at an acceptable LOS during the weekday AM and PM peak hours.
6.3 YEAR 2022 BUILDOUT LEVEL OF SERVICE ANALYSIS
The analysis was based on Year 2022 buildout traffic volumes and existing intersection control and lane
assignments, with changes only made at the site access points. As previously discussed, two buildout
scenarios were analyzed based on varying future parcel development.Table 13 provides a summary of
LOS for unsignalized intersections for both development concepts, and Table 14 provides a summary of
LOS for signalized intersections for both development concepts.
19 Chanhassen 2005 AUAR Update │Appendix 4 -Traffic Analysis
Updated March 2017
TABLE 13: YEAR 2022 BUILDOUT LOS SUMMARY (UNSIGNALIZED)
Intersection Development
Concept
Analysis
Period
NB SB EB WB
L T R L T R L T R L T R
Lyman Boulevard &
Audubon Road
North/NW Quadrant
Access
A AM D F A F F F B -- -- A -- --
PM C D B D D A A -- -- A -- --
B AM F C A F F F B -- -- A -- --
PM C D B C C A A -- -- A -- --
Audubon Road &
Lakeview Drive/NW
Quadrant Access
A AM A -- -- A -- -- C A A C A A
PM A -- -- A -- -- C A B C A A
B AM A -- -- A -- -- C A A C A A
PM A -- -- A -- -- C A B C A A
Lyman Boulevard &
Sunset Trail/NE
Quadrant Access
A AM C A A C A A A -- -- A -- --
PM F A F D A A A ---- B -- --
B AM C A A C A A A ---- A -- --
PM F A B D A A A ---- A -- --
Powers Boulevard &
SE Quadrant Access
A AM A ----A ----C A A A A A
PM B ----A ----F A F A A A
B AM A ----A ----C A A A A A
PM A ----A ----F A F A A A
Powers Boulevard &
Pioneer Trail
A AM F DB -- -- --
PM F F B -- -- --
B AM F A B -- -- --
PM F F B -- -- --
Pioneer Trail & SE
Quadrant Access
A AM C A A -- -- --
PM D CA -- -- --
B AM C A A -- -- --
PM D CA -- -- --
Bluff Creek Drive &
SE Quadrant Access
A AM -- -- A -- A A
PM -- -- A -- A A
B AM -- -- A -- A A
PM -- -- A -- A A
(1) “--“ = Not applicable
(2) Darkened boxes = movement not available
Chanhassen 2005 AUAR Update │Appendix 4 -Traffic Analysis
Updated March 2017
20
TABLE 14: YEAR 2022 BUILDOUT LOS SUMMARY (SIGNALIZED)
Intersection Development
Scenario
Analysis
Period
Overall
Intersection
Lyman Boulevard & Audubon Road
A AM B
PM B
B AM B
PM B
Lyman Boulevard & Powers
Boulevard
A AM B
PM C
B AM B
PM D
Powers Boulevard & TH 212 (North)
A AM C
PM D
B AM C
PM F
Powers Boulevard & TH 212 (South)
A AM B
PM E
B AM B
PM F
Pioneer Trail & Bluff Creek Drive
A AM C
PM B
B AM C
PM B
Audubon Road & Pioneer Trail
A AM B
PM C
B AM B
PM C
Audubon Road & Bluff Creek
Boulevard
A AM B
PM B
B AM B
PM B
Bluff Creek Boulevard & Bluff Creek
Drive (Roundabout)
A AM A
PM A
B AM A
PM A
21 Chanhassen 2005 AUAR Update │Appendix 4 -Traffic Analysis
Updated March 2017
Unsignalized Intersection Summary
Based on the 2022 Buildout condition analysis for unsignalized intersections, all stop-controlled movements
are anticipated to operate at an acceptable LOS except for the following:
· Lyman Boulevard & Audubon Road North
· Lyman Boulevard & Sunset Trail/NE Quadrant Access
· Powers Boulevard & Pioneer Trail
· Powers Boulevard & SE Quadrant Access
Based on Existing and Background conditions analysis, the SB left-turn movement at the intersection of
Lyman Boulevard & Audubon Road North is anticipated to operate at LOS F during the AM peak hour. With
the addition of traffic from the NW quadrant development, the side street approach will continue to operate
at LOS F during the AM peak hour. Based on warrant guidance provided in the Manual On Uniform Traffic
Control Devices (MUTCD), the side street volumes will likely meet the peak hour warrant threshold for
installing a traffic signal during the AM and PM peak hours. It is recommended that this intersection continue
to be monitored for a traffic signal, and a full warrant analysis be performed (including the eight-hour and
four-hour warrants) as the NW quadrants begins to develop. The next section will provide a summary of
intersection operations with the consideration of a traffic signal at this location.
Based on Buildout conditions, the NB left-turn movement at the intersection of Lyman Boulevard & Sunset
Trail/NE Quadrant Access is anticipated to operate at LOS F during the PM peak hour for both Concept A
and Concept B. Based on warrant guidance provided in the Manual On Uniform Traffic Control Devices
(MUTCD), the side street volumes will likely meet the peak hour warrant threshold for installing a traffic
signal during the PM peak hour for both Concept A and Concept B. It is recommended that a full warrant
analysis be performed (including the eight-hour and four-hour warrants) to support a traffic signal at this
location. The next section will provide a summary of intersection operations with the consideration of a
traffic signal at this location.
The stop-controlled approach at the intersection of Powers Boulevard & Pioneer Trail is anticipated to
operate at LOS F for both Concept A and Concept B. Consistent with the mitigation plan in the 2005 AUAR
document, a traffic signal is recommended at this intersection. It is recommended that a full warrant analysis
be performed (including the eight-hour and four-hour warrants) to support a traffic signal at this location.
With the addition of a traffic signal, it is anticipated that the queueing will be significantly reduced and
therefore improving the operations at the SE Quadrant Accesss along Powers Boulevard.
Signalized Intersection Summary
Based on the 2022 Buildout conditions analysis for signalized intersections, all signalized intersections are
anticipated to operate at an acceptable LOS for the weekday AM and PM peak hours under both Concept
A and Concept B, with the following exceptions:
· Powers Boulevard & TH 212 Ramp (North) during the PM peak hour for Concept B
· Powers Boulevard & TH 212 Ramp (South) during the PM peak hour for Concept A and Concept
B
Queueing from the unsignalized intersection of Powers Boulevard & Pioneer Trial is spilling back through
these intersections and is causing individual movements to operate at an acceptable LOS. As discussed in
Chanhassen 2005 AUAR Update │Appendix 4 -Traffic Analysis
Updated March 2017
22
the 2022 Buildout conditions section for unsignalized intersection, a traffic signal is recommended at the
intersection of Powers Boulevard & Pioneer Trail. With the proposed signal, operations at these two
intersections is expected to improve as the queueing will be significantly reduced. The next section provides
an updated analysis with the inclusion of the traffic signal at Powers Boulevard & Pioneer Trail.
6.4 YEAR 2022 BUILDOUT LEVEL OF SERVICE ANALYSIS (WITH MITIGATION)
The analysis was based on 2022 Buildout conditions for the two development scenarios. The following
mitigation measures as identified in Section 6.3 were analyzed:
· Traffic signal at Lyman Boulevard & Audubon Road North/NW Quadrant Access
· Traffic signal at Lyman Boulevard & Sunset Trail/NE Quadrant Access
· Traffic signal at Powers Boulevard & Pioneer Trail
Table 15 provides a summary of LOS for unsignalized intersections for both development concepts with
mitigation, and Table 16 provides a summary of LOS for signalized intersections for both development
concepts with mitigation.
TABLE 15: YEAR 2022 BUILDOUT MITIGATION LOS SUMMARY (UNSIGNALIZED)
Intersection Development
Concept
Analysis
Period
NB SB EB WB
L T R L T R L T R L T R
Audubon Road &
Lakeview Drive/NW
Quadrant Access
A AM A -- -- A -- -- C A A C A A
PM A -- -- A -- -- C A B C A A
B AM A -- -- A -- -- C A A C A A
PM A -- -- A -- -- C A B C A A
Powers Boulevard &
SE Quadrant Access
A AM A -- -- A -- -- C A A A A A
PM A -- -- A -- --F A E A A A
B AM A -- -- A -- --C A A A A A
PM A -- -- A -- --F A F A A A
Pioneer Trail & SE
Quadrant Access
A AM C A A -- -- --
PM D C A -- -- --
B AM C A A -- -- --
PM E D A -- -- --
Bluff Creek Drive & SE
Quadrant Access
A AM -- -- A -- A A
PM -- -- A -- A A
B AM -- -- A -- A A
PM -- -- A -- A A
(1) “--“ = Not applicable
(2) Darkened boxes = movement not available
23 Chanhassen 2005 AUAR Update │Appendix 4 -Traffic Analysis
Updated March 2017
TABLE 16: YEAR 2022 BUILDOUT MITIGATION LOS SUMMARY (SIGNALIZED)
Intersection Development
Scenario Analysis Period Overall
Intersection
Lyman Boulevard & Audubon Road
A AM B
PM B
B AM B
PM B
Lyman Boulevard & Audubon Road
North/NW Quadrant Access
A AM B
PM B
B AM B
PM B
Lyman Boulevard & Sunset Trail/NE
Quadrant Access
A AM A
PM B
B AM A
PM A
Lyman Boulevard & Powers Boulevard
A AM B
PM C
B AM B
PM C
Powers Boulevard & TH 212 (North)
A AM C
PM C
B AM C
PM C
Powers Boulevard & TH 212 (South)
A AM B
PM B
B AM B
PM B
Powers Boulevard & Pioneer Trail
A AM B
PM B
B AM A
PM B
Pioneer Trail & Bluff Creek Drive
A AM C
PM B
B AM C
PM B
Audubon Road & Pioneer Trail
A AM B
PM C
B AM B
PM C
Audubon Road & Bluff Creek Boulevard
A AM B
PM B
B AM B
PM B
Bluff Creek Boulevard & Bluff Creek Drive
(Roundabout)
A AM A
PM A
B AM A
PM A
Chanhassen 2005 AUAR Update │Appendix 4 -Traffic Analysis
Updated March 2017
24
With the addition of traffic signals, the intersections of Lyman Boulevard & Audubon Road North/NW
Quadrant Access, Lyman Boulevard & Sunset Trail/NE Quadrant Access, and Powers Boulevard & Pioneer
Trail are all anticipated to operate at an acceptable LOS during the AM and PM peak hours for both Concept
A and Concept B.
The side-street movements at the SE Quadrant Access along Powers Boulevard are anticipate to operate
at LOS F during the PM peak hour for both Concept A and Concept B. At this time, traffic signalization is
not recommended at this intersection due to the close proximity to the signalized intersection of Powers
Boulevard & TH 212 and that the traffic volumes would likely only meet a peak hour signal warrant. As this
area begins to develop, it is recommended that additional traffic analysis be performed based on the specific
land use and intensity being proposed.
6.5 TURN LANE ANALYSIS
Based on the mitigation plan from the 2005 AUAR study, a number of left and right turn lanes have been
constructed along Lyman Boulevard, Audubon Road, Pioneer Trail, and Powers Boulevard. Based on the
current geometry, there are dedicated turn lanes constructed at all of the study intersections, except for
Audubon Road & Lakeview Drive/NW Quadrant Access. The proposed geometry is provided in Exhibit 10.
As part of the mitigation plan for the updated AUAR, it is recommended that the northbound and southbound
approaches at Audubon Road & Lakeview Drive/NW Quadrant Access be restriped to provide a dedicated
left-turn lane and shared through-right lane. The proposed geometry is provided in Exhibit 10.
25 Chanhassen 2005 AUAR Update │Appendix 4 -Traffic Analysis
Updated March 2017
7.0 CONCLUSIONS AND RECOMMENDATIONS
Since the original 2005 AUAR study, many of the adjacent roadways have been improved, including the
following:
· Construction of TH 212 as a limited access facility within the study area;
· Powers Boulevard was constructed as a four-lane divided roadway between Lyman Boulevard and
Pioneer Trail, including interchange ramps at TH 212;
· Widening of Lyman Boulevard between Audubon Road and Powers Boulevard to a four-lane
divided roadway;
· Bluff Creek Drive has been realigned so that it intersects Pioneer Trail west of the TH 212; and
· Bluff Creek Boulevard and Bluff Creek Drive were constructed within the AUAR area, including a
roundabout where the two roadways intersect.
The AUAR document was updated in order to assess the impacts of development of the remaining AUAR
parcels. There are three areas that currently remain undeveloped; the NW Quadrant, NE Quadrant
(Avienda Development), and the SE Quadrant. Two site plan concepts for the NE Quadrant (Avienda
Development) were considered in the AUAR update. Concept A considered a more intense development
with building on top of existing wetlands, whereas Concept B considered a lower intensity development
with the wetlands remaining. In conjunction with these two site plan alternatives, the SE Quadrant assumes
a higher office land use intensity for Concept B to offset the reduction in development potential of the NE
Quadrant. The NW Quadrant remained the same for both Concept A and Concept B.
The following salient observations and recommendations regarding the remaining AUAR land uses to be
developed were noted.
7.1 EXISITNG LEVEL OF SERVICE ANALYSIS SUMMARY
This analysis was completed to determine the impact of existing traffic volumes on the existing roadway
network. This includes the built-out of portions of the AUAR development. Results of the Existing analysis
showed that all study intersections are currently operating at an acceptable LOS during the weekday AM
and PM peak hours, except for Lyman Boulevard & Audubon Road North and Powers Boulevard & Pioneer
Trail, where the SB left-turn movements are operating at LOS E during the weekday AM peak hour.
7.2 BUILDOUT LEVEL OF SERVICE ANALYSIS SUMMARY
In addition to the Existing analysis, an analysis of Year 2022 conditions was completed. This was completed
to determine the impact of future traffic volumes on the adjacent roadway network, with and without the
remaining AUAR undeveloped parcels.
Area traffic forecasts were computed for full development conditions. Two concepts were considered for
full development; Concept A and Concept B. Results of the traffic analysis are as follows:
· The interchange with TH 212 is anticipated to accommodate the future growth of the area, including
the Buildout of the entire AUAR development. The interchange has already been constructed with
signals and with dedicated turn lanes for all turning movements.
Chanhassen 2005 AUAR Update │Appendix 4 -Traffic Analysis
Updated March 2017
26
· At the intersection of Audubon Road & Lakeview Drive/NW Quadrant Access, the northbound and
southbound approaches are recommended to be restriped to provide a dedicated left-turn lane and
shared through-right lane.
· It is recommended that the following intersections be periodically reviewed to determine if signal
warrants are met as the area develops If signal warrants are met, signalization should be
considered:
o Lyman Boulevard & Audubon Road North/NW Quadrant Access
o Lyman Boulevard & Sunset Trail/NE Quadrant Access
o Powers Boulevard & Pioneer Trail
.
7.3 MITIGATION PLAN
Proposed improvements to accommodate the future Buildout scenario traffic includes the following. It
should be noted that the same improvements are recommended based on either Buildout of Concept A or
Concept B.Exhibit 10 provides the mitigation plan.
· Extend Bluff Creek Boulevard from its current terminus through the Avienda development and
connect to the existing signalized intersection of Powers Boulevard & TH 212 North.
· Construct an internal connector roadway through the NW Quadrant to connect the intersections of
Lyman Boulevard & Audubon Road North and Audubon Road & Lakeview Drive. As part of this,
restripe the northbound and southbound approaches at Audubon Road & Lakeview Drive to provide
a dedicated left-turn lane and shared through-right lane, and the WB approach provide a dedicated
left-turn lane and shared through-right lane.
· With the proposed Avienda development, connections will be made to the intersection of Powers
Boulevard & TH 212 North and Lyman Boulevard & Sunset Trail. At the intersection of Powers
Boulevard & TH 212 North, the EB approach is recommended to be three lanes; one dedicated
left-turn lane, one through lane, and one dedicated right-turn lane. At the intersection of Lyman
Boulevard & Sunset Trail the NB approach is recommended to be two lanes; one dedicated left-
turn lane and one shared through-right lane.
· The connections from the SE Quadrant development to Powers Boulevard and Pioneer Trail are
both recommended to provide two lanes exiting; along Powers boulevard, the EB approach should
provide a dedicated left-turn lane and a shared through right lane, and along Pioneer Trail, the SB
approach should provide a dedicated left-turn lane and a dedicated right-turn lane. A third
connection for the SE Quadrant is proposed along Bluff Creek Drive, which is recommended to be
only a one lane approach.
· It is recommended that the following intersections be periodically reviewed to determine if signal
warrants are met as the area develops If warrants are met, signalization should be considered:
o Lyman Boulevard & Audubon Road North/NW Quadrant Access
o Lyman Boulevard & Sunset Trail/NE Quadrant Access
o Powers Boulevard & Pioneer Trail
Chanhassen 2005 AUAR Update │Appendix 4 -Traffic Analysis
Updated March 2017
APPENDICES
APPENDIX A: EXHIBITS
APPENDIX B: TRIP GENERATION
Chanhassen 2005 AUAR Update │Appendix 4 -Traffic Analysis
Updated March 2017
Appendix A: Exhibits
NOT TO SCALE
N
Lyman Blvd
Au
d
u
b
o
n
R
o
a
d
B
l
u
f
f
C
r
e
e
k
D
r
i
v
e
212
Pio
n
e
e
r
T
r
a
i
l
Po
w
e
r
s
B
o
u
l
e
v
a
r
d
EXHIBIT 1
PROJECT SITE LOCATION AND STUDY AREA
LEGEND
Site Location
Study Intersections
NOT TO SCALE
N
Lyman Blvd
Au
d
u
b
o
n
R
o
a
d
Po
w
e
r
s
B
l
v
d
Pioneer Trail
Au
d
u
b
o
n
R
o
a
d
Su
n
s
e
t
T
r
a
i
l
L
a
k
e
v
i
e
w
D
r
i
v
e
Bl
u
f
f
C
r
e
e
k
D
r
i
v
e
212
EXHIBIT 2
EXISTING AND FUTURE AUAR DEVELOPMENT AREAS
LEGEND
Undeveloped Area
Developed Area
Future Roadway
Existing Site Access
Proposed Site Access
NOT TO SCALE
N
Lyman Blvd
Au
d
u
b
o
n
R
o
a
d
Po
w
e
r
s
B
l
v
d
212
Pioneer Trail
EXHIBIT 3
EXISTING CONDITIONS
PEAK HOUR TRAFFIC VOLUMES
LEGEND
Existing Intersection
Site Location
Undeveloped Area
AM (PM) Peak Hour Volumes
AADT Volumes
XX (XX)
X,XXX
20
8
(
5
9
9
)
13
9
(
2
7
3
)
11 (5)
263 (80)
42
5
(
1
6
6
)
20
3
(
1
6
7
)
24
3
(
5
3
2
)
52
(
2
1
9
)
104 (340)
329 (259)
10
(
9
)
45
6
(
2
3
8
)
10
8
(
6
3
)
17
0
(
4
2
9
)
62
(
7
4)
184 (156)
20 (55)
72 (60)
44
(
2
4
)
40
6
(
1
6
9
)
33
5
(
3
0
4
)
72 (83)
150 (249)
105 (267)
5
(
5
)
5
(
5
)
693 (383)
5 (5)
5 (5)
322 (594)
16
8
(
4
7
2
)
51
(
1
3
2
)
75 (223)
77 (64)
551 (269)
209 (120)
3
(
1
0
)
2
3
(
4
8
)
1
6
5
(
6
6
)
191 (5
3
8
)
8 (27)
44 (13
0
)
2
1
(
2
3
)
7
6
(
8
7
)
5
0
(
2
2
)
8 (12
)
574 (3
0
0
)
69 (13
7
)
48
(
2
1
)
56
(
2
3
)
74 (72)
23 (68)
14 (41)
103 (90)
72
(
2
0
1
)
10
3
(
2
9
5
)
91
(
1
0
9
)
128 (304)
75 (262)
67 (69)
29
8
(
1
2
8
)
15
6
(
1
2
6
)
32
1
(
1
1
7
)
106 (75)
262 (212)
84 (146)
0
(
6
)
18
5
(
4
8
4
)
4 5
(
1
2
4
)
0 (2)
33 (19)
155 (61)
24
(
5
0
)
3
(
5
)
46
7
(
1
8
0
)
12 (7)
8 (0)
0 (0)
15
5
(
2
1
6
)
82
(
9
3
)
585 (233)
113 (155)
155 (41)
245 (506)
1 3
(
0
)
20
(
6
)
7
(
2
)
633 (217)
68 (222)
39 (10)
19
0
(
9
0
)
40
1
(
1
6
6
)
42
(
7
)
8 (2)
203 (455)
149 (373)
52
(
5
2)
18
5
(
5
4
9
)
21
(
2
1
)
58
1
(
2
1
1
)
52 (52)
21 (21)
8,
6
0
0
8,
1
0
0
9,200
9,60
0 38,00
0
10,5
0
0
2,200
1
2
,
1
0
0
14,600
13
,
6
0
0
9,
8
0
0
9,
6
0
0
4,900
46,0
0
0
9,700
3,200
1,600
NOT TO SCALE
N
Lyman Blvd
Au
d
u
b
o
n
R
o
a
d
Po
w
e
r
s
B
l
v
d
Pio
n
e
e
r
T
r
a
i
l
212
Su
n
s
e
t
T
r
a
i
l
EXHIBIT 4
FUTURE YEAR (2022)
TRIP GENERATION & DISTRIBUTION SUMMARY
3%
LEGEND
Site Location
Undeveloped Area
Site Traffic Distribution
Total Site Traffic
(Inbound/Outbound)
X%
XX
(XX/XX)
5%
10%
10%
10%
2%
30%
15%
Option A Option B
Daily 14,265 9,446
AM Peak 1,065
(620/445)
680
(420/260)
PM Peak 1,330
(575/755)
865
(375/490)
Option A Option B
Daily 3,676 4,840
AM Peak 455
(345/110)
680
(590/90)
PM Peak 455
(125/330)
650
(115/535)
Option A Option B
Daily 3,065 3,065
AM Peak 405
(355/50)
405
(355/50)
PM Peak 425
(50/375)
425
(50/375)
5%
10%
NOT TO SCALE
N
Lyman Blvd
Au
d
u
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EXHIBIT 5
FUTURE YEAR (2022)
NET NEW SITE TRIP ASSIGNMENT - OPTION A
27
9
(
2
2
7
)
14
5
(
3
2
3
)
18 (7)
49 (34)
30
(
9
7
)
17
6
(
2
2
5
)
63
(
6
2
)
11
0
(
1
6
8
)
3
(
1
9
)
185 (183)
102 (39)
108 (15)
5
(
1
7
)
14
4
(
1
4
3
)
76
(
9
9
)
45 (72)
22 (35)
212 (343)
98
(
5
2
)
99
(
6
6
)
0
(
0
)
32 (16)
34 (23)
0 (0)
19
(
3
5
)
15
9
(
4
7
)
51
(
1
0
4
)
41 (110)
13 (37)
43 (160)
0
(
0
)
0
(
0)
0
(
0
)
227 (54)
62 (61)
0 (0)
45
(
7
2
)
77
(
1
2
3
)
0
(
0
)
0 (0)
52 (235)
106 (106)
17
0
(
3
2
)
12
7
(
2
0
2
)
17
(
4
)
18
5
(
1
7
8
)
21 (144)
6 (36)
82
(
1
2
9
)
51
(
1
0
9
)
28 (11)
105 (70)
97 (112)
9 (34)
10
(
6
2
)
8
(
5
8
)
59 (131)
51 (9)
92 (15)
98 (88)
2
0
(
1
2
)
0
(
0
)
4
2
(
2
3
)
43 (11
2
)
16 (3
1
)
10 (5
0
)
2
7
(
2
0
)
1
1
(
2
)
0
(
0
)
5 (2
0
)
118 (
6
0
)
2 (1 1)
44
(
7
0
)
0
(
0
)
0 (0)
0 (0)
60 (60)
0 (0)
39
(
9
1
)
38
(
9
2
)
23
(
3
3
)
24 (53)
23 (52)
27 (21)
51
(
2
9
)
0
(
0)
82
(
5
1
)
82 (51)
51 (29)
0 (0)
0
(
0
)
56
(
1
4
6
)
0
(
0
)
0 (0)
44 (70)
0 (0)
60
(
6
0
)
0
(
0)
13
1
(
6
3
)
0 (0)
0 (0)
0 (0)
1
(
1
)
7
(
1
)
18
(
1
3
)
75 (129)
219 (29)
10 (19)
29
(
2
2
7
)
3
(
1
9
)
1
(
8
)
1 (3)
111 (101)
18 (3)
0
(
0
)
0
(
0)
0
(
0
)
55 (111)
24 (38)
0 (0)
32
(
3
5
)
9
(
3
3
)
0
(
0
)
0 (0)
98 (72)
36 (9)
0
(
0
)
42
(
4
4
)
18
(
3
)
0 (0)
14 (102)
3 (19)
93
(
1
4
)
0
(
0)
38
(
4
9
)
0 (0)
0 (0)
0 (0)
0
(
0)
0
(
0
)
65 (35)
0 (0)
15
(
7
0
)
0
(
0
)
LEGEND
Existing Intersection
Site Access
Site Location
Undeveloped Area
AM (PM) Peak Hour VolumesXX (XX)
2,
0
0
0
3,
2
0
0
2,100
2,10
0 1,100
2,40
0
1,200
2,
1
0
0
2,400
4,
1
0
0
4,
1
0
0
5,
3
0
0
1,100
5,40
0
4,000
2,100
1,200
NOT TO SCALE
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Pioneer Trail
EXHIBIT 6
FUTURE YEAR (2022)
NET NEW SITE TRIP ASSIGNMENT - OPTION B
40
4
(
1
7
7)
91
(
2
5
5)
28 (6)
39 (22)
20
(
1
5
9
)
13
3
(
2
4
4
)
43
(
3
8
)
19
3
(
1
6
5
)
3
(
1
9
)
126 (110)
176 (33)
107 (15)
5
(
2
7
)
98
(
8
8
)
69
(
1
5
1
)
26 (50)
13 (24)
126 (234)
83
(
3
4
)
12
0
(
4
5
)
0
(
0
)
27 (10)
61 (16)
0 (0)
11
(
4
0
)
15
8
(
5
9
)
33
(
1
1
7
)
27 (93)
8 (32)
58 (161)
0
(
0
)
0
(
0)
0
(
0
)
227 (66)
41 (37)
0 (0)
26
(
5
0
)
45
(
8
4
)
0
(
0
)
0 (0)
67 (236)
72 (66)
21
9
(
3
8
)
21
3
(
1
4
5
)
12
(
4
)
12
8
(
2
3
3
)
25 (170)
6 (43)
18
7
(
9
8
)
32
(
9
0
)
40 (10)
80 (46)
60 (191)
8 (51)
13
(
7
5
)
8
(
6
8
)
174 (96)
53 (12)
114 (21)
60 (174)
1
2
(
5
2
)
0
(
0
)
2
3
(
1
2
8
)
38 (11
1
)
11 (3
1
)
138 (
2
9
)
3
0
(
1
2
)
1
1
(
2
)
0
(
0
)
57 (
1
1
)
121 (
5
5
)
2 (1 1)
44
(
4
8
)
0
(
0
)
0 (0)
0 (0)
60 (36)
0 (0)
39
(
7
5
)
38
(
7
4
)
23
(
3
3
)
24 (66)
23 (67)
27 (32)
51
(
2
2
)
0
(
0)
82
(
3
3
)
82 (33)
51 (22)
0 (0)
0
(
0
)
62
(
1
3
4
)
0
(
0
)
0 (0)
24 (48)
0 (0)
40
(
3
6
)
0
(
0)
12
1
(
6
2
)
0 (0)
0 (0)
0 (0)
4
(
1
)
7
(
1
)
16
(
1
1
)
46 (105)
219 (29)
7 (16)
29
(
2
2
7
)
3
(
1
9
)
1
(
8
)
1 (4)
94 (64)
18 (3)
0
(
0
)
0
(
0)
0
(
0
)
35 (99)
18 (26)
0 (0)
23
(
2
4
)
8
(
4
3
)
0
(
0
)
0 (0)
90 (47)
48 (9)
0
(
0
)
48
(
3
2
)
18
(
3
)
0 (0)
14 (102)
3 (19)
93
(
1
4
)
0
(
0)
28
(
4
8
)
0 (0)
0 (0)
0 (0)
0
(
0)
0
(
0
)
65 (180)
0 (0)
15
(
4
0
)
0
(
0
)
LEGEND
Existing Intersection
Site Access
Site Location
Undeveloped Area
AM (PM) Peak Hour VolumesXX (XX)
1,
8
0
0
2,
5
0
0
1,800
1,80
0
900
2,20
0
800
1,
8
0
0
1,800
3,
9
0
0
2,
6
0
0
5,
1
0
0
900
5,10
0
3,500
1,800
800
NOT TO SCALE
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EXHIBIT 7
OPENING YEAR BACKGROUND (2022)
PEAK HOUR TRAFFIC VOLUMES
LEGEND
Existing Intersection
Site Location
AM (PM) Peak Hour Volumes
AADT Volumes
XX (XX)
X,XXX
2 24
(
6
4
5
)
15
0
(
2
94
)
12 (6)
283 (86)
45
8
(
1
7
8
)
21
9
(
1
8
0
)
26
2
(
5
7
3
)
55
(
2
3
5
)
112 (366)
354 (279)
10
(
1
0
)
49
2
(
2
5
6
)
11
7
(
6
8
)
18
3
(
4
6
2
)
67
(
8
0
)
198 (167)
21 (59)
78 (64)
48
(
2
6
)
43
7
(
1
8
2
)
36
1
(
3
2
7
)
78 (90)
162 (268)
113 (287)
5
(
5
)
5
(
5
)
747 (412)
5 (5)
5 (5)
348 (640)
18
1
(
5
0
8
)
55
(
1
4
3
)
81 (240)
83 (69)
594 (289)
224 (129)
3
(
1
1
)
2
4
(
5
2
)
1
7
8
(
7
1
)
205 (
5
7
9
)
9 (29)
48 (14
0
)
2
2
(
2
4
)
8
2
(
9
3
)
5
4
(
2
3
)
8 (13
)
618 (3
2
3
)
74 (14
8)
52
(
2
2
)
60
(
2
4
)
80 (78)
24 (73)
16 (44)
111 (97)
78
(
2
1
6
)
11
1
(
3
1
7
)
98
(
1
1
8
)
137 (327)
81 (282)
72 (74)
32
0
(
1
3
8
)
16
8
(
1
3
5
)
34
6
(
1
2
7
)
114 (81)
282 (228)
91 (158)
0
(
7
)
20
0
(
5
2
2
)
49
(
1
3
3
)
0 (2)
36 (20)
166 (65)
26
(
5
4
)
3
(
6
)
50
3
(
1
9
4
)
13 (8)
9 (0)
0 (0)
16
6
(
2
3
3
)
89
(
1
0
0
)
630 (251)
122 (166)
166 (44)
264 (545)
14
(
0
)
21
(
7
)
8
(
2
)
681 (234)
73 (239)
42 (11)
20
3
(
9
6
)
43
2
(
1
79
)
46
(
8
)
9 (2)
219 (491)
161 (402)
55
(
5
5
)
20
0
(
5
9
3
)
22
(
2
2
)
62
6
(
2
2
8
)
55 (55)
22 (22)
9,
5
0
0
9,
0
0
0
10,200
10,7
0
0
42,20
0
11,7
0
0
2,400
1
3
,
4
0
0
16,200
15
,
1
0
0
10
,
9
0
0
10
,
7
0
0
5,400
51,0
0
0
10,800
3,600
1,800
NOT TO SCALE
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EXHIBIT 8
FUTURE YEAR (2022)
PEAK HOUR TOTAL TRAFFIC VOLUMES - OPTION A
50
3
(
8
7
2
)
2 95
(
6
1
7
)
30 (13)
332 (120)
48
8
(
2
7
5
)
39
5
(
4
0
5
)
63
(
1
1
2
)
37
2
(
6
9
1
)
58
(
2
5
4
)
185 (240)
214 (377)
462 (265)
15
(
2
7
)
14
4
(
1
6
2
)
56
8
(
3
3
6
)
45 (120)
22 (35)
212 (421)
21
5
(
1
2
0
)
28
2
(
5
2
8
)
67
(
8
0
)
230 (183)
55 (82)
78 (64)
67
(
6
1
)
59
6
(
2
2
9
)
41
2
(
4
3
1
)
119 (200)
175 (305)
156 (447)
5
(
5
)
0
(
0)
5
(
5
)
974 (424)
62 (103)
5 (5)
45
(
1
3
4
)
77
(
1
6
5
)
0
(
0
)
5 (5)
400 (813)
106 (168)
17
0
(
3
2
)
36
3
(
8
5
3
)
17
(
4
)
86
2
(
5
36
)
21 (144)
6 (36)
26
3
(
6
3
7
)
10
6
(
2
5
2
)
109 (251)
188 (139)
691 (401)
233 (163)
10
(
6
2
)
8
(
5
8
)
321 (879)
51 (9)
92 (15)
916 (506)
20
5
(
1
3
4
)
0
(
0
)
65 (35)
0 (0)
15
(
7
0
)
11
0
(
1
7
6
)
2
3
(
2
3
)
2
4
(
5
2
)
2
2
3
(
9
4
)
248 (
6
9
1
)
25 (6
0
)
58 (19
0
)
4
9
(
4
4
)
9
3
(
9
5
)
5
4
(
2
3
)
13 (
3
3
)
736 (
3
8
3
)
76 (1
5
9
)
96
(
9
2
)
60
(
2
4
)
80 (78)
24 (73)
76 (104)
111 (97)
11
7
(
3
0
7
)
14
9
(
4
0
9
)
12
1
(
1
5
1
)
161 (380)
104 (334)
99 (95)
37
1
(
1
6
7
)
16
8
(
1
3
5
)
42
8
(
1
7
8
)
196 (132)
333 (257)
91 (158)
0
(
7
)
2 56
(
6
6
8
)
49
(
1
3
3
)
0 (2)
80 (90)
166 (62)
86
(
1
1
4
)
3
(
6
)
63
4
(
2
5
7
)
13 (8)
9 (0)
0 (0)
16
7
(
2
3
4
)
7
(
1
)
10
7
(
1
1
3
)
705 (380)
219 (29)
132 (185)
29
(
2
2
7
)
3
(
1
9
)
1
(
8
)
167 (47)
375 (646)
18 (3)
14
(
0
)
21
(
7
)
8
(
2
)
736 (345)
97 (277)
42 (11)
23
5
(
1
3
1
)
44
1
(
2
1
2
)
46
(
8
)
9 (2)
317 (563)
197 (411)
55
(
5
5
)
24
2
(
6
3
7
)
18
(
3
)
0 (0)
14 (102)
3 (19)
93
(
1
4
)
22
(
2
2
)
66
4
(
2
7
7
)
55 (55)
0 (0)
22 (22)
LEGEND
Study Intersection
Site Location
Undeveloped Area
AM (PM) Peak Hour VolumesXX (XX)
11
,
5
0
0
12
,
2
0
0
12,300
12,8
0
0
43,30
0
14,1
0
0
3,600
1
5
,
5
0
0
18,620
19
,
2
0
0
15
,
0
0
0
16
,
0
0
0
6,500
56,5
0
0
14,800
5,700
3,000
NOT TO SCALE
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EXHIBIT 9
FUTURE YEAR (2022)
PEAK HOUR TOTAL TRAFFIC VOLUMES - OPTION B
62
8
(
8
2
2
)
24
1
(
5
4
9
)
40 (12)
322 (108)
47
8
(
3
3
7
)
35
2
(
4
2
4
)
43
(
6
4
)
45
5
(
7
1
2
)
58
(
2
5
4
)
126 (140)
288 (384)
461 (279)
15
(
3
7
)
98
(
9
8
)
56
1
(
3
9
7
)
26 (75)
13 (24)
126 (275)
20
0
(
1
0
2
)
30
3
(
5
07
)
67
(
8
0
)
225 (177)
82 (75)
78 (64)
59
(
6
6
)
59
5
(
2
4
1
)
39
4
(
4
4
4
)
105 (183)
170 (300)
171 (448)
5
(
5
)
0
(
0)
5
(
5
)
974 (456)
41 (59)
5 (5)
26
(
8
2
)
45
(
1
0
6
)
0
(
0
)
5 (5)
415 (844)
76 (98)
21
9
(
3
8
)
44
9
(
7
9
6
)
12
(
4
)
80
5
(
5
9
1
)
25 (170)
6 (43)
36
8
(
60
6
)
87
(
2
3
3
)
121 (250)
163 (115)
654 (480)
232 (180)
13
(
7
5
)
8
(
6
8
)
436 (844)
53 (12)
114 (21)
878 (592)
20
5
(
1
3
4
)
0
(
0
)
35 (180)
0 (0)
19
5
(
4
0
)
11
0
(
1
7
6
)
1
5
(
6
3
)
2
4
(
5
2
)
2
0
1
(
1
9
9
)
248 (
6
9
0
)
20 (6
0
)
186 (1
6
9
)
5
2
(
3
6
)
9
3
(
9
5
)
5
4
(
2
3
)
65 (
2
4
)
739 (
3
7
8
)
76 (1
5
9
)
76
(
7
0
)
60
(
2
4
)
80 (78)
24 (73)
56 (80)
111 (97)
1 02
(
2
9
1
)
13
5
(
3
9
1
)
1 36
(
1
5
1
)
154 (393)
98 (349)
99 (106)
39
1
(
1
6
0
)
16
8
(
1
3
5
)
41
3
(
1
6
0
)
181 (114)
353 (250)
91 (158)
0
(
7
)
26
2
(
6
5
6
)
49
(
1
3
3
)
0 (2)
60 (68)
166 (65)
66
(
9
0
)
3
(
6
)
62
4
(
2
5
6
)
13 (8)
9 (0)
0 (0)
17
0
(
2
3
4
)
7
(
1
)
10
5
(
1
1
1
)
676 (356)
219 (29)
129 (182)
29
(
2
2
7
)
3
(
1
9
)
1
(
8
)
167 (48)
358 (609)
18 (3)
14
(
0
)
21
(
7
)
8
(
2
)
716 (333)
91 (265)
42 (11)
22
6
(
1
2
0
)
44
0
(
2
2
2
)
46
(
8
)
9 (2)
309 (538)
209 (411)
55
(
5
5
)
24
8
(
6
2
5
)
18
(
3
)
0 (0)
14 (102)
3 (19)
93
(
1
4
)
22
(
2
2
)
65
4
(
2
7
6
)
55 (55)
0 (0)
22 (22)
LEGEND
Study Intersection
Site Location
Undeveloped Area
AM (PM) Peak Hour VolumesXX (XX)
11
,
3
0
0
11
,
5
0
0
12,000
12,5
0
0
43,10
0
13,9
0
0
3,200
1
5
,
2
0
0
18,000
19
,
0
0
0
13
,
5
0
0
15
,
8
0
0
6,300
56,2
0
0
14,300
5,400
2,600
EXHIBIT 10
FUTURE INTERSECTION CONTROL AND LANE ASSIGNMENTS
NOT TO SCALE
N
Chanhassen 2005 AUAR Update │Appendix 4 -Traffic Analysis
Updated March 2017
Appendix B: Site Trip Generation
In Out Total In Out Total
Day Care Center 565 16,000 Square Feet 1,185 105 90 195 90 105 195
Shopping Center 820 393,000 Square Feet 16,780 235 140 375 700 760 1,460
High-Turnover (Sit-Down) Restaurant 932 26,500 Square Feet 3,370 155 130 285 155 105 260
General Office Building 710 150,000 Square Feet 1,655 205 30 235 Chan 225 225
Apartment 220 407 Units 2,590 40 165 205 155 85 240
Residential Condominium/Townhouse 230 38 Units 125 0 10 10 5 5 10
Hotel 310 100 Rooms 520 30 25 55 30 30 60
26,225 770 590 1,360 1,135 1,315 2,450
802 45 25 70 20 45 65
2,152 30 25 55 125 135 260
2,120 70 50 120 75 70 145
1,108 5 35 40 95 65 160
266 0 10 10 15 15 30
6,448 150 145 295 330 330 660
19,777 620 445 1,065 805 985 1,790
4,974 0 0 0 205 205 410
538 0 0 0 25 25 50
5,512 0 0 0 230 230 460
14,265 620 445 1,065 575 755 1,330
In Out Total In Out Total
General Office Building 710 240,600 Square Feet 2,655 330 45 375 60 300 360
Apartment 220 157 Units 1,075 15 65 80 70 35 105
3,730 345 110 455 130 335 465
27 0 0 0 0 5 5
27 0 0 0 5 0 5
54 0 0 0 5 5 10
3,676 345 110 455 125 330 455
In Out Total In Out Total
General Light Industrial 110 440,100 Square Feet 3,065 355 50 405 50 375 425
3,065 355 50 405 50 375 425
TOTAL NET NEW PROJECT GENERATED TRIPS
Chanhassen Bluff Creek AUAR - NE Quadrant (Option A)
Trip Generation Analysis
DEVELOPMENT-GENERATED TRIPS
Land Use Description ITE
LUC Intensity / Units Daily
TOTAL SITE GENERATED EXTERNAL TRIPS
Total Internal Capture Reduction
Total Pass-By Reduction
TOTAL NET NEW SITE GENERATED TRIPS
AM Peak Hour PM Peak Hour
Office Internal Capture Reduction
Retail Internal Capture Reduction
Restaurant Internal Capture Reduction
Residential Internal Capture Reduction
Hotel Internal Capture Reduction
TOTAL DRIVEWAY TRIPS
Shopping Center (LUC 820) Pass-By Reduction
Restaurant (LUC 932) Pass-By Reduction
Chanhassen Bluff Creek AUAR - SE Quadrant (Option A)
Trip Generation Analysis
DEVELOPMENT-GENERATED TRIPS
Land Use Description AM Peak Hour PM Peak HourDaily
TOTAL SITE GENERATED EXTERNAL TRIPS
Office Internal Capture Reduction
Intensity / UnitsITE
LUC
Residential Internal Capture Reduction
Total Internal Capture Reduction
TOTAL NET NEW SITE GENERATED TRIPS
TOTAL NET NEW PROJECT GENERATED TRIPS
DEVELOPMENT-GENERATED TRIPS
Land Use Description ITE
LUC Intensity / Units Daily AM Peak Hour PM Peak Hour
Chanhassen Bluff Creek AUAR - NW Quadrant (Option A)
Trip Generation Analysis
TOTAL NET NEW SITE GENERATED TRIPS
TOTAL NET NEW PROJECT GENERATED TRIPS
In Out Total In Out Total
Day Care Center 565 6,000 Square Feet 445 40 35 75 35 40 75
Shopping Center 820 224,000 Square Feet 9,565 135 80 215 400 430 830
High-Turnover (Sit-Down) Restaurant 932 7,000 Square Feet 890 40 35 75 40 30 70
General Office Building 710 150,000 Square Feet 1,655 205 30 235 40 185 225
Apartment 220 280 Units 1,820 30 110 140 110 60 170
Residential Condominium/Townhouse 230 80 Units 265 5 15 20 15 10 25
Hotel 310 150 Rooms 970 45 35 80 45 45 90
15,610 500 340 840 685 800 1,485
530 30 15 45 15 35 50
1,229 20 20 40 80 85 165
601 30 20 50 20 20 40
658 0 10 10 65 40 105
188 0 15 15 10 10 20
3,206 80 80 160 190 190 380
12,404 420 260 680 495 610 1,105
2,834 0 0 0 115 115 230
124 0 0 0 5 5 10
2,958 0 0 0 120 120 240
9,446 420 260 680 375 490 865
In Out Total In Out Total
General Office Building (East of 212) 710 287,600 Square Feet 3,170 395 55 450 75 355 430
General Office Building (West of 212) 710 141,000 Square Feet 1,555 195 25 220 35 175 210
Residential Condominium/Townhouse 230 34 Units 115 0 10 10 5 5 10
4,840 590 90 680 115 535 650
4,840 590 90 680 115 535 650
In Out Total In Out Total
General Light Industrial 110 440,100 Square Feet 3,065 355 50 405 50 375 425
3,065 355 50 405 50 375 425
TOTAL NET NEW SITE GENERATED TRIPS
TOTAL NET NEW PROJECT GENERATED TRIPS
TOTAL NET NEW SITE GENERATED TRIPS
TOTAL NET NEW PROJECT GENERATED TRIPS
DEVELOPMENT-GENERATED TRIPS
Land Use Description ITE
LUC Intensity / Units Daily AM Peak Hour PM Peak Hour
Chanhassen Bluff Creek AUAR - NW Quadrant (Option B)
Trip Generation Analysis
TOTAL SITE GENERATED EXTERNAL TRIPS
Intensity / UnitsITE
LUC
AM Peak Hour PM Peak HourDaily
AM Peak Hour PM Peak Hour
Office Internal Capture Reduction
Retail Internal Capture Reduction
Restaurant Internal Capture Reduction
Residential Internal Capture Reduction
Hotel Internal Capture Reduction
TOTAL DRIVEWAY TRIPS
Shopping Center (LUC 820) Pass-By Reduction
Restaurant (LUC 932) Pass-By Reduction
Chanhassen Bluff Creek AUAR - SE Quadrant (Option B)
Trip Generation Analysis
DEVELOPMENT-GENERATED TRIPS
Land Use Description
TOTAL NET NEW PROJECT GENERATED TRIPS
Chanhassen Bluff Creek AUAR - NE Quadrant (Option B)
Trip Generation Analysis
DEVELOPMENT-GENERATED TRIPS
Land Use Description ITE
LUC Intensity / Units Daily
TOTAL SITE GENERATED EXTERNAL TRIPS
Total Internal Capture Reduction
Total Pass-By Reduction
TOTAL NET NEW SITE GENERATED TRIPS