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09-16-98 Agenda and Packet FILE AGENDA PLANNING COMMISSION WORK SESSION WEDNESDAY, SEPTEMBER 16, 1998 at 6:00 P.M. CHANHASSEN CITY HALL, 690 CITY CENTER DRIVE 6:00 p.m. Field Trip - Meet in Lower Parking Lot at City Hall 7:10 p.m. Dinner 7:20 p.m. Mayor's Discussion of Planning Commission's Role on Architecture Review and City Council's Strategic Plan 8:00 p.m. Summary Discussion - Tax Increment Financing(TIF) Surface Water Management Plan (SWMP) Hwy. 5 Corridor Study Bluff Creek Natural Resources Plan 8:30 p.m. Comprehensive Plan Update 8:40 p.m. 1999 Goals Please Bring Your Copy of the Comprehensive Plan COMPREHENSIVE PLAN UPDATE 1998 CHAPTER 5 TH 212, but has only allocated improvement funds for a limited extension of four lanes on TH 5 out to TRANSPORTATION TH 41, and the first phase of TH 212 out to CSAH 4 INTRODUCTION in Eden Prairie. Given these limited capacity improvements to regional facilities, operational The City of Chanhassen is located in northeastern (congestion) and safety problems on these facilities Carver County approximately 25 miles from will continue to increase. Since the regional downtown Minneapolis (Figure 1). Chanhassen is facilities are anticipated to function poorly, bounded by the City of Eden Prairie on the east, additional traffic is anticipated to divert to the local the City of Shakopee and the Minnesota River on system. the south, the Cities of Chaska and Victoria on the west, and the Cities of Shorewood and Minnetonka [Carver County is in the process of updating their on the north.lt is in the urbanizing area of the Twin Comprehensive Plan including the transportation Cities Metropolitan area, and is expected to be element. It is important to note that the system nearly fully developed by the year 2020. changes and traffic forecasts included in this plan are only in draft form and that some modifications Several regional highways provide Chanhassen may occur to county facilities and forecasts as the with accessibility to the metropolitan area and to report is completed over the next three months.] outstate Minnesota. These include MN Trunk Highway 5 which runs east/west and interchanges with 1-494 east of Chanhassen in the City of Eden = a - Prairie; MN Trunk Highway 7 which runs east/west 4=7"IR along the northern border of Chanhassen; MN �� s�,,r, Trunk Highway 41 which runs north/south along the western portion of the city; TH 101(soon to be CSAH 101) which runs north/south bisecting the �� `, _ Ba southern portion of the city and defines the � - northeastern border of Chanhassen with Edena ;N: :� Prairie; and MN Trunk Highway 169,212 which runs FigL.re east to west in southern Chanhassen along the Minnesota River. The existing Chanhassen Transportation Plan is Goals And Objectives based on the City's 1991 Land Use and The Transportation Plan sets forth how the City of Transportation Plan. Updates to these plans have been undertaken by the City to recognize changes Chanhassen will achieve its goal of creating an in land use, development patterns and other integrated multi-modal transportation system planning processes including: the Minnesota which permits the safe, efficient and effective Department of Transportation's `Transportation movement of people and goods while System Plan" (TSP) and Carver County's supporting the City's development plans, and Transportation Plan update. The TSP was complementing the metropolitan transportation prepared in 1997 and outlines major transportation system that lies within its boundaries. To investments for the transportation system in the accomplish this goal, the Transportation Plan: seven county metropolitan area. The TSP 1. Defines the density and distribution of future identified $10 billion in transportation needs in the region with only $3 billion in funding. As a result of land uses and their relationship to the this funding shortage, many needs throughout the proposed local transportation system, and metropolitan area will go unmet over the next 20 the anticipated metropolitan transportation years. system. The TSP identified level of service (LOS) problems 2. Develops a functional hierarchy of streets on regional routes such as TH 7, TH 5. TH 41, and and roads and defines their access to the regional system to ensure that they support 1 COMPREHENSIVE PLAN UPDATE 1998 the existing and anticipated development of the area; serves both short trips and trips to • Through the development review process, adjacent communities: and complements and the City will strive to discourage development from supports the metropolitan highway system. occurring within the designated roadway corridors as well as limiting access to collector streets, minor 3. Establishes a system improvement and arterials, intermediate arterials and principal completion program that ensures that higher arterials. priority projects are constructed first; maintains a consistent and coherent roadway Promote safe and convenient access system during the roadway system connections between the highway system and development process; and provides for major commercial and industrial areas, and adequate funding for all needed residential neighborhoods. improvements. Roadways 4. Identifies what transit services and travel demand management strategies are • Encourage multiple use of right-of-way appropriate for implementation in areas accommodating various modes of Chanhassen in order to increase the number transportation. and proportion of people who use transit or • New roadway facilities should be constructed share rides, and reduce the peak level of in conjunction with new developments and designed demand on the Entire transportation system. according to the intended function. They should be 5. Identifies the strategies and policies that planned and designed to be compatible with the need to be implemented to properly integrate surrounding environment. the trail system (pedestrian, bicycle. etc.) with Existing roadways should be upgraded when the proposed roadway system, to ensure the warranted by demonstrated volume, safety or provision of trails in a sequence consistent functional needs. with the development of the roadway system, and to create a rational network of sidewalks. • Access points to the regional roadway system should be adequately controlled in terms of Transportation Policies driveway openings and side street intersections. • Residential street systems should be The Metropolitan Council's Transportation Policy designed to discourage through traffic and to be Plan identifies a policy framework within which the compatible with other transportation modes Chanhassen Transportation Plan was developed. including transit, bicycle and walking. The City's transportation policies are supportive of metropolitan policies and consistent with the plans • The City will implement roadway design and programs of the Metropolitan, County, and standards and inspection practices which ensure State systems and relate directly to the objectives proper construction. of the City of Chanhassen. These policies are as follows: Transit General • The City encourages all forms of ridesharing in order to reduce vehicle miles of travel, reduce • Thoroughfares and major routes should be petroleum consumption, and improve air quality. planned so as to reduce conflicts between external • The City will review all major new developments traffic and local traffic while minimizing the disruption or division of the logical pattern of in light of the potential for ridesharing including bus development in the community. accessibility, preferential parking for carpools/ vanpools, and mixed use development. • Transportation facilities should be planned • The City will support Federal, State, and designed to be compatible with the Metropolitan and local efforts directed toward the surrounding environment. 2 COMPREHENSIVE PLAN UPDATE 1998 provision of rail transit for the community, the time to time by the City during the subdivision region, and the state. review process. • The City encourages cooperation with the • Metropolitan Council and Southwest Metro Transit As a part of platting, each development Commission in order to provide future transit should provide dedication and improvement of service to and within the community. The City will public streets consistent with the standards found support the development of park and ride facilities in city ordinances. The city will promote the that encourage transit use. provision of street and pedestrian connections to maximize safety and ease of access. Parking • Sufficient setbacks and/or berming should The City will continue to review new be designed into all development projects adjacent •developments for adequacy of parking based upon to major public roadways. need and the potential for joint use of parking facilities. Coordinate existing and planned transportation facilities and their capacities with • Sufficient parking and transfer and bus stop land use types and densities with particular facilities areas should be provided to meet the emphasis on land development in the vicinity of needs of mass transit in major employment and interchanges and intersections. commercial areas and in higher density residential and mixed use areas. The City will continue an ongoing maintenance program in order to maximize the Pedestrian/Bicycle community's investment in transportation facilities. • Major activity centers should provide • For proposed developments, the City will accessibility to pedestrians and bicycles including require detailed circulation and access plans which necessary storage facilities. depict the impact of the proposed development on • The City will promote increased both the existing and future transportation systems. development of bikeways and trail facilities in order to conserve energy resources, enhance • The City will support Federal, State, recreational opportunities and assist in the Metropolitan and local efforts directed toward the abatement of pollution and congestion. timely construction of Trunk Highway 212, upgrading of TH 5, realignment and construction • Pedestrian and bicycle trails should be of CSAH 101 south of TH 5 and upgrading of 101 interconnected with major generators and have north of TH 5, TH 41, and other facilities serving continuity across major roadways and other the area. barriers. • Sidewalks and/or trails should be required • Chanhassen will coordinate efforts with in commercial, industrial, medium and high Eden Prairie, Carver County, Hennepin County, density residential areas; adjacent to schools and Victoria and other appropriate jurisdictions to other public buildings; and along at least one side ensure that Highways 5 and 101 continue to of collectors and other high volume roads. function as effectively as possible. Other Chanhassen will coordinate the construction and maintenance of hard surfaced • The city will utilize the land use plan and local streets, collectors, and arterials. Within the transportation plan maps to illustrate planned road Rural Service Area, the City will provide and alignments and to facilitate their acquisition and maintain a transportation system consistent with construction as new developments are proposed. the needs of agricultural land uses. The plan maps will illustrate all collector and arterial street alignments. They will also be amended from 3 COMPREHENSIVE PLAN UPDATE 1998 LAND USE igliiiim :,:..iii ": ii"t..,, 3i's ss:.,=..,;,.•.--.• ..,... ... ::Ri.{?iia.z. " ,"diNiil�. "..!»3",: :IT::•:f..i::::: ...3kba'1 t''I Existing development w thin the City is influenced by •� � '_' ..;;i"o""�:��':':�.; . •; _:, several factors including the relative location of the ^ =,;xrr.=••, z4:,: ' 's,.;;;'• ` _:.ire: Minneapolis CBD, the location of metropolitan :1.4,-,;:;'; `°°`'"''` • ......3.-:....14.4-;:t.,2•:..'.::::`... `='w' #.'.__,q '' ;:.11 _` ti: ti..' .'\ LRS•\ ..;'. ,r:ti::• highways, and the locat on of several lakes within ==r`' •i_ l,1,.,. ...'. •• shin the Cit Residentialp !: ;'�.s i:• :': .'•_ :' :«;,. E.,: City. develo merit has occurred [0 :r:!i s€:z• t •;111: primarily in the northeast portion of thecity, with �ikihi: •---• •._. :.... :.•f•,;:;- i. • ;� some large lot developments in other areas. ;;,:ii � "'6° '7`7:,,:, ° = _;i `�-�` ) Commercial areas in Chanhassen have developed •ilii:: •" ::: �;;=• :° i2' till along the major highway corridors of Trunk Highway .,- L;f " '=:;• • `�• ,'::: ��=•=•t•""• i4iiEi�ez�,�•.•s°�^?E:!niea i. .�,-,•.:';•'�d�' 1�5 : 5 and Trunk Highway 41. For more information on ' '.''.-'' : •' • '5!!9.11:iii«.°:-s,:tojnEiff.i';�"':]. ..�,.:.,;: -.t..:•:: •..,cth• : l city sr;ii:;::::i, :x i - .: . f.%i` ;':�• :; i!iEis ixs land use with in the see the land use section of .:�:-g::,=:i, ,, :t:••::�»,,- , �.;-};•11,.; =iii s':ss: plan. i;1; ii e:'ai;i�c »»a_:^ :'g:0:pfii ::::::•:'.-•: -tet•:. i the comprehensive :=.k. ,i:. .tea, _:_�_: _• i»• iligkii il;:isThe adoted Comprehensive nsive Land Use Plan . ?- defines ^�� ; �a� i:: � sf �: - =�,�. areas where the City will encourage specific �,3sii :iiiii7�i' ia% ,w; Ni= ' : - ::,_' types of land uses to be developed. The general ?iiri iiiei ii5..-. A ,;;, ' �;__....,- .. >„, � ° : r : `i �iK-: : : .:i,... i ,. ., :� : categories of land uses defined by the City are : ii � ~ t' : ,:.6.;. ar= .> ;; • residential, commercial, mixed use, industrial, cit.of chaos's-- •y. ;i; ii,:i:: ii _i_i-'-•,, ` .•{611; school/public and parks- The Land Use Plan is a '” " �f?1B"' i :.,:: • P n,a.A..seow,�.• yL'.»' ti «=.. fai- .....ri-e:.—:i i': tool that the City uses to "guide" future b.� _ >� _ ; _�_ • .. development so that it is consistent with current and .. •�-�.. ..=--. i';'..7""1"1'::""aii» e ` - �_ '' __ := future land uses in the ;,ity. Figure 2 Metropolitan Urban Services Area Socioeconomic Characteristics The 1991 Metropolitan Urban Services Area (MUSA) is depicted in Figure 2. The purpose of The analysis and projection of regional traffic this boundary is to define the areas within the Twin conditions is conducted utilizing a technique known Cities Metropolitan Area that are eligible for "urban as traffic analysis zones. Traffic analysis zones services", specifically sewers, municipal water (TAZ's) are defined geographical areas within which systems and particular types of transportation data such as population, employment and systems. This boundary line is defined and household information is collected. This data is maintained by the MetrDpolitan Council to assist in analyzed through computer modeling techniques the orderly development of the metropolitan area. which results in forecasts of traffic movement between zones. Utilizing this technique, it is possible The location of the MU:3A line is a valuable guide in to project travel and demand such as person-trip determining the priority of roadway improvements. productions. person-trip attractions, intrazonal The roadway system w thin the MUSA area is going person trips and motor vehicle data such as to be in demand much sooner than the roadway average daily trips and peak hour trips. This data system outside. This is one of the reasons for is valuable in both local and regional transportation having such a boundarj. It allows municipalities to planning. focus limited resources on particular parts of their territory. All of Chanhassen is expected to be within Table 5-1 shows the past census population, the MUSA by the year 2020. households, and employment as well as 2020 forecasts for the City of Chanhassen. From 1980 to 1995, the population and the number of households in Chanhassen more than doubled, increasing at annual rates of 6.0 percent and 6.3 percent, respectively. By 1995, Chanhassen's employment had grown more than three times the 4 COMPREHENSIVE PLAN UPDATE 1998 1980 figure. rising at a rate of 8.8 percent per year. CITY OF CHANHASSEN 2020 POPULATION,HOUSEHOLDS AND EMPLOYMENT BY TAZ City forecasts are based on the location of existing TABLE 5-2 development and an understanding of the rate at Population Households Employment City or which development is occurring both within Metropolitan Chanhassen Council TAZ TAZ 1995 2020 1995 2020 995 2020 Chanhassen and throughout the region. 136 136A 880 1442 303 520 35 50 1369 379 555 131 200 94 160 POPULATION, HOUSEHOLDS AND EMPLOYMENT PAST CENSUS 136C 441 1165 152 420 23 40 TOTALS AND 2020 FORECASTS 136D 105 55 36 20 18 55 136E 3 638 I 230 35 35 TABLE 5.1 136 1808 3855 623 1390 205 340 1970 1980 1990 1995' 2010 2020 137 137A 441 694 152 250 15 20 137B 63 2081 22 750 6 70 137C 400 721 138 260 14 25 Population 4.879 6 359 11,732 15.231 25.000 34.500 137 904 3495 312 1260 35 115 138 138A 1340 2358 427 850 48 85 Households 1.349 2.075 4.016 5.198 9.500 13.500 1388 580 2497 199 900 26 90 138C 0 0 0 0 5 140 138 1920 4855 626 1750 79 315 Employment 900 2,102 6.105 7.422 11.820 12.300 139 139A 2412 2774 831 1000 87 100 1399 2137 3107 736 1120 450 600 139C 3 22 I 8 722 1000 • Estimated 1995 socioeconomic figures from Metropolitan Council 139 4552 5903 1568 2128 1259 1700 - 140 140A 1242 1581 427 570 45 57 The City forecasts indicate that the number of 1409 221 444 76 160 8 16 40 1463 2025 503 730 53 73 households will more than double between 1995 141 141A 869 1581 299 570 117 1700 and 2020, an annual increase of 3.3 percent. This 1419 1103 1221 380 440 1310 150 141 1972 2802 679 1013 1427 1850 rate of growth will result in the doubling of .42 142A 324 75 112 27 101 2500 population over a 20-year period. The projected 1429 718 971 247 350 303 1000 142C 35 1526 12 550 2225 650 growth shows a steady increase between the first ,42 1077 2571 371 927 2629 4150 ten years and the last ten years. Employment is 143 143 251 565 86 200 598 1800 also forecast to grow to more than two times the 144 144A 634 1664 218 600 23 200 1995 figure, a growth rate of 2.0 percent per year. 1448 179 2219 62 800 64 200 144C 14 14 5 5 10 10 144 827 3897 285 1405 97 410 Table 5-2 shows the City of Chanhassen's forecast 145 145A 141 1609 48 580 6 700 1450 242 165 84 680 25 800 145C 47 for population, households, and employment by55 16 20 109 350 TAZ for 2020. The TAZ locations are shown in the 145 430 3551 1280 140 1850 146 145A 11 2219 4 800 15 100 appendix. 1468 11 333 4 120 1 800 146 22 2552 8 920 16 900 Table 5-3 compares the Metropolitan Council TOTAL 15226 36071 5209 13000 6538 13503 forecasts of population, households, and employment with forecasts made by the City of Chanhassen. SOCIO-ECONOMIC DATA COMPARISON The Metropolitan Council's 2020 forecast for TABLE 5-3 population, households, and employment is very City of Metropolitan similar to the city's. Differences in forecast Chanhassen Council 2020' zozo' population and households arise primarily from a difference in the estimate of household size. The Population 36.071 34.500 Metropolitan Council projects a household size of 2.55 persons per household while Chanhassen Households 13,000 13,500 estimates a household size of 2.65 persons per household. Employment 13,500 12,300 ' Totals from TAZ zones. Projections and allocations were made by the City of Chanhassen Planning Department. From Metropolitan Council Preliminary Forecasts of Population, Households, and Employment (Regional Growth Strategy. March 1997). 5 COMPREHENSIVE P_AN UPDATE 1998 ANALYSIS OF EXISTING AND FUTURE ROADWAY Table 5-4 shows the major components of the NEEDS existing street system in the City of Chanhassen along with each facility's termini. Determining future roadway needs is based on both CITY tJFCHANIASS BJ an analysis of existing roadway needs and an KEY EX 511 NG 1RANSPCRTATICN FACILITIES understanding of how traffic demand will grow in the TABLE 5-4 future. A good indicator of existing need is traffic congestion. However, maintaining system continuity as new land develops is also important. Identifying HI GHIWAY/SrREET FROM 10 future need requires an understanding of how the city is expected to grow. The preceding section 1H 7 v,tisttJrrit North Lin it outlined the expected distribution of population and 1F1 5 vrstLimit E tLmt employment. Forecasts of traffic based on these 1..I 41 North Lind South Lint socioeconomic forecasts were made for the existing CSAH101(forrrierty TH 101) North Lind South Len t roadway system including improvements that are 11-i 212 WstLinit 1H 169/1H 212 already programmed. -his allows the detection of nH 169 11-1 212 East Un t problems that would develop if no further system 1H 169 1H 212 South Len it improvements were made. This section identifies mrreNashta P 1cw i 1H 5 11-1 7 Bode both existing and future roadway system needs. Gsd pin 'ad North lin t Lyman Boulevard Rw ers B cuev ark cSAH 17) North Lind Lyman Bale"arca Kerber Boulevard Rw ers B oulev ad West 78th S tre et Existing Roadway System Maker Baie,ad VUest 78thStreet 1H 5 Park Road Rw as B a/lev and Audubon Rani As with all municipalities, jurisdiction over the Lake Lucy Road 1H 41 FtversBalley ard roadway system is shared among three levels of PlcxtantVew Rani CR 17 CSA H101 government: the state. the county and the city. Lake Dr.we East Dakota Averxe DelI Road The Minnesota Departrnent of Transportation (Mn! Audubon Road 1H 5 Chaska limit DOT), through its metro-district Golden Valley, FlaneerTraI(csa-I 14) vestLimit Esst lin it maintains the interstate and trunk highway system Bluff Creek Dore Pnneer Trail 1H 212 on behalf of the state; Carver County maintains the Lyrr.anBwe/ad Oksttjmt East Lrn it County State Aid Highway (CSAR) and County CoulterBou�vard Audubon Road West 78th S tre et Ftvv ers B culev and GSA H 101 Road systems. The remaining streets and roadways are the responsibility of the City. The existing street network includes approximately Local Planning Policies 140 miles of road. This represents almost a doubling of the road system from 75 miles in 1990. Chanhassen has different policies pertaining to construction standards for urban versus rural local ROAD TYPES AND LENGTHS streets. Urban roadways are required to dedicate 60 feet of right-of-way for local streets and 28 - 32 Road Type Length in Miles foot wide pavement width. Rural roadways are also required to have a bituminous surfacing 24 feet Trunk Highway I 7.89 wide contained within a 60 foot right-of-way. Right- Trunk Highway Turnback 0.99 of-way widths may be reduced to 50 feet if there are extenuating environmental or physical County State Aid 8.73 constraints on a property. Municipal State Aid 16.75 Current city policy also allows the construction of County 3.05 private streets. Four single family residences may be served if it is demonstrated to be unfeasible or Local 92.46 unnecessary to construct a public street. In such cases, 30 feet of easement is required with the TOTAL 139.87 6 COMPREHENSIVE PLAN UPDATE 1998 capacity/alignment/connection and 3) jurisdictional continuity. The major issues are shown on Figure 4 ,sao6 --,. - and discussed in more detail as follows: •tis::= i�. +;'( h. ..:. lomat ' .; q Intersections/Access ...�:TY= ._..... '•may;"i.'•{.' .. �i�•: .... ••�- [2.36° Fr._ R� r• � ._,.__. .. w �' ?` Jfd Chanhassen contains a number of intersections r `` . `I>• -,•• r==� .200:.,: ,--: I �. .;.: that currently are experiencing problems. A .. < ,rain , .:,`. � � I , —_ -. __ , ._ y_.•••= .,A summary of these occurs as follows. 17 000. -. 3,21.11. •..i,esa, Ji1OM..,-- A • OP • 1. Trunk Highway 7/Minnewashta Parkway - The 'j '=�•° ' < " =`"``"' major problem with this intersection is the angle • I__; :F9,t,Ir<-' .iii 6700 7•4;4 1` :: :':"_:��: with which northbound Minnewashta Parkway joins TH 7. As a result, it is difficult to identify eastbound traffic on TH 7 and turning "004movements from eastbound TH 7 to .!•" - =; _~ southbound Minnewashta Parkway are *'3a�t. • i• cumbersome. The City of Chanhassen s' completed improvements to Minnewashta Parkway in 1993. Due to heavy traffic volumes, \°50, •"` particularly during peak hours. turning movements in this area are difficult. Installation Existing TraffidA/91biqies.. of a traffic signal at this location is anticipated in .:. figure the future. ?•a,.r.. Da a 0..'vi 1%97 bL.'OCT?.I0 2. Trunk Highway 7/Lake Minnewashta area - TH 7 roadway consisting of a 20 foot wide paved surface. in northwestern Chanhassen along the north Multi-family private streets require 24 feet of paved side of Lake Minnewashta intersects a number surface in 40 foot easements. Commercial, of local streets. Due to heavy traffic volumes, industrial, and office development may be served particularly during peak hours, turning by 26 feet wide paved private streets within 40 foot movements in this area are difficult. In this wide access easements. area. TH 7 does not contain lanes specifically designed to accommodate free flowing traffic. Existing Traffic Volumes Eventual implementation of the recommendations contained in the TH 7 Traffic volumes for the different highway segments Corridor Study will improve conditions in this within Chanhassen were collected from MnDOT area. traffic maps. These volumes represent 1996 average daily traffic volumes and are shown on 3. Trunk Highway 5/Minnewashta Parkway - Due Figure 3. to heavy volumes, particularly during peak hours, turning movements in this area are Existing Transportation Issues/Deficiencies difficult. Installation of a traffic signal in the future is anticipated. The function of a transportation plan is to not only accommodate future needs but also to analyze 4. Trunk Highway 5/Arboretum Entrance - Turning existing problems and pose appropriate solutions. movements into and out of the Arboretum are Frequently, existing problems are closely related to complicated by the heavy traffic volumes along future needs. As a result, a specific action in a TH 5. In the future, this situation should be given area can remedy existing deficiencies while addressed in the reconstruction of the western providing for future needs. segment of TH 5. Issues and system deficiencies were categorized 5. TH 41/TH 5 - Some areas of TH 41 have into three areas: 1) intersections, 2) roadway inadequate sight distance (vertical alignment 7 COMPREHENSIVE PLAN UPDATE 1998 could use improvement). This improvement alignment issues, or due to connection problems. would normally require major reconstruction. Capacity problems are also caused by a lack of Improvement of this area is not included in proper lane channelization, lack of signalization or MNDOT's 20-year capital program. due to the frequency of accesses. Specific examples of such circumstances include the 6. TH 41 and West 82nd Street - Arboretum following: Business Park area is developing. This will increase side stree: volumes and likely require 1. Existing capacity problems are evident on a signalization. Tentatively, signal installation is number of key regional facilities within the City. anticipated in 1999. The Transportation System Plan (TSP) which was completed by Mn/DOT in 1997 and the 7. TH 5/Audubon Road - Due to heavy traffic Carver County Plan Update which is in volumes, particular y during peak hours, turning progress both show congestion on all major movements in this area are difficult. Installation east-west routes (TH 7, TH 5, TH 212). These of a traffic signal is included with the TH 5 facilities provide mobility functions into and out project scheduled for 2000-2001. of the region and are critical to the development of and quality of life in 8. TH 5/Park Drive - Access is proposed to be Chanhassen. Existing capacity issues within limited to right-in/right-out with the TH 5 project the city are described as follows: scheduled for 2000-2001. • Trunk Highway 5 - Excessive congestion on 9. CSAH 101/96th Street - At this intersection, a this route occurs during morning and evening blind curve exists due to the vertical curve of peak hours. In 1998, the four lane divided CSAH 101. In 1989. sight distance was arterial portion of TH 5 on Chanhassen's enhanced by the removal of trees in the area. eastern boarder carried 50,000 vehicles per Further improvements are unlikely until CSAH . day. New TH 212 will provide some relief to TH 101 is reconstructed in the future. 5; however, TH 212 is not in Mn/DOT's 20-year capital improvement program. While the 10. Pioneer Trail and CSAH 101 - Sight distance planned four-lane improvements will improve problems occur for traffic on Pioneer Trail due traffic flow on TH 5 out to TH 41, they are not to the vertical curvature of CSAH 101. anticipated to resolve traffic problems on Improvement of this situation requires a segments of TH 5 which have volumes that comprehensive approach and is not likely to exceed the four lane capacity (approximately occur until CSAH 101 is improved in southern 45,000). If it is the goal of the City to have TH Chanhassen. 5 function at an acceptable level (minimal delay during peak hours). it is extremely important to 11 . CSAH 101/TH 212 - Recent improvements to support construction of TH 212 to assist with this intersection have significantly improved the traffic load or, ultimately, expand the safety. Heavy traff'c volumes continue to pose capacity of TH 5 to a six-lane expressway. problems in this area. The construction of new TH 212 in the future will remove some of the Within Chanhassen, the flow of traffic along existing traffic in th s area. Highway 5 is interrupted by traffic signals at TH 41, CSAH 19 (Galpin Boulevard), CSAH 17 (Powers 12. Audubon Road/Lyman Boulevard Long Boulevard), CSAH 101 (Market Boulevard), Great queues occur during peak hours for westbound Plains Boulevard, Dakota Avenue, and Dell to southbound left :urns. Improvements are Road. Additional signals may be installed at requried to reduce delays and improve traffic Century Boulevard and Audubon Road. There are flows. no significant commercial or residential uses accessing directly onto Highway 5. Road Capacity/Alignment/Connections Eastbound traffic on TH 5 typically connects with Deficiencies in this category are evident due to either 1-494 or TH 169/Hennepin County 62. From capacity problems created by excessive volumes, the Chanhassen border to 1-494, Highway 5 8 . . ,._..„....„,..„4.1-,.-_.-. ...,....__,,.._ ,..zi.: pi. 4,,,„,;;,,, ..17-7-'7' /114 . .4 ;,, - yip -,,t,,,, r - - ilii ___/—•C 41Ir .-_-_--/ __ -11-\ ,,,-0-int,,,,,,,. ,_,,,-p, ;.r.;.7-5--,:t., 1 474k-,•-i'l „--.--.....:'___41..... i I...--/if:it'l- "•..Z•f-A Se En e:\ :, It . 7.,.. -- ,1.. is / ,___, ''''-'.;:, .'5:4C7.-."i,: ') gy '•-::f'•:''- Minnewasbia.I ,.. N V , 3. IIP ' .....„ , -Y::.1 j ' Lucy,':•-r-li)'- 111111%, i - r • -I) i&'. -'-'-',-,,,,,-„...-- ..-, ---' .,. -.c... t, . ,, . ,-.-i.-,-;,--.1-tal.•:' 7/ ..- • -•'..--.it. .. . i La ) 15 ff__,.., ,.,Lake 0 •-•” .-.4viaLv.,- ,,_.. . \ ,____ • t. ,,,...„1. . .. , __..... ...\,...„,, 2.)4,J h... , •_, ) .,( :,.....,... ,_..... _......,..„...„ ,, ,... ...,.. 2 I -•w':,,,1 01 a §r---, --„f -„,....zi I ----•,_, ; ' ,--1 ce` --..'------- -1 ati` •00°. am• ..,-. , ..1. • E ) a)-'---- -- „, •, ,„.., a : Lake g 1 Susan ..A5I '-'''• 1 ....-.. .' he -.- ... „---y„r, 1 ,i':- •---- , -{:„: ,_.:, - ' , A er .- - p,„7,,,,--.._: , ,, .),,__,•-_-_- - .- : -1,--- ,,,:„, I • A _, _ Lake Riley .c.t' •: i E4. . • , : _._, 4" • --'' ' 2--K illiP i 7; -----,, , : • illt • INTERSECTIONS/ACCESS \ 1.....Q SYSTEM/CONNECTIONS ' • .- O JURISDICTIONAL CONTINUITY rj ----- EXISTING CAPACITY PROBLEMS , ' GEOMETRICS/SAFETY 101 •:' / t soN000 .:1 -; over 111 1 r so. ,mtn. i FIGURE Vi EXISTING SYSTEM DEFICIENCIES CONSCIAINC GROUP.Lc. , SRF NO.0972827 CITY OF CHANHASSEN COMPREHENSIVE PLAN UPDATE 1998 contains a number of signalized intersections: and TH 41. Even though it provides an Eden Prairie Road, Wal ace Road, Mitchell Road, important function for the region, there are no and Prairie Center Drive. These signalized major improvements planned for this facility. As intersections combined with higher traffic volumes a result, other parallel routes, Audubon Road in Eden Prairie, contribute to significant traffic and Galpin Boulevard, will become more delays during peak hours. important in distributing the traffic demand during peak traffic periods. In 1987, MnDOT began a series of improvements which would significantly enhance the function of • Trunk Highway 7 — Peak hour congestion on Highway 5. The first stage improvements resulted this route occurs east of the TH 41 junction. in the construction of four lanes from Wallace Road Average daily traffic volumes range from to Prairie Center Drive in Eden Prairie. The second 17,000 west of TH 41 to 24,500 east of TH 41. phase constructed a four lane divided roadway In Chanhassen, vehicle movements are from west of CSAH 4 to Wallace Road. The third generally uninhibited by signals or major street phase of the project completed in 1993 constructed intersections. To the east, however, Highway 7 a four lane roadway from west of CSAH 17 in passes through Minnetonka and northern Chanhassen to west of CSAH 4 in Eden Prairie. Hopkins where there are more frequent Included in the project was the replacement of the signalized intersections and commercial Chicago. Milwaukee, St. Paul & Pacific Railroad development. The roadway carries substantial bridge south of the Chanhassen CBD. The next vehicular traffic and is considered congested phase of improvements is from west of CSAH 17 to (LOS F) during peak travel periods. Recently, TH 41. This improvement is scheduled for 2000 a corridor study was completed for TH 7. In and 2001 and includes the construction of a four Chanhassen. this study recommended turn lane divided roadway and the north TH 5 Access lanes and minor local street closures. These Boulevard (West 78'" Street). Chanhassen strongly safety improvements are scheduled for the advocates the continued extension of the TH 5 year 2000. improvements to the western border of the community. • TH 212--Congestion on this route occurs from Chaska to Eden Prairie during the peak • Trunk Highway 41 -- This route bisects the hours. Average daily volumes range from western portion of Chanhassen and_operates 15,000 at the west city limits to 25,000 at the in a congested state during morning and east city limits. evening peak hours (LOS F) south of TH 5. Existing volumes average from 15,000 to 2. Audubon Road (CSAH 17) — Existing volumes 17.500 south of TH 5. However, some counts on Audubon Road are 9,500 vehicles per day. have occurred as high as 20,000 As the This volume suggests that capacity levels are metropolitan region expands, north-south being approached for this two-lane facility. routes in this area will become more important as destinations are less centered on Twin 3. County State Aid Highway 101(formerly known Cities urban core. Currently, there is a lack of as TH 101) - CSAH 101 is classified as an "A" good north-south routes that provide minor arterial. It is located along the eastern connections between east-west principal border of Chanhassen. This road has existed arterial routes and major river crossings. Trunk as a temporary Trunk Highway and, as such, it Highway 41 is the only north-south route in the did not receive appropriations for any major area that has significant continuity and improvements. Hennepin County and Carver connects to a majo- river crossing. With other County are in the process of receiving north-south corridors being limited, the jurisdiction of TH 101 and renaming it CSAH volumes on this corridor are anticipated to 101 within their county boundaries. As a result, increase as additioial development occurs. the facility is eligible for Trunk Highway This will continue to cause delays and Turnback funds. The highway has significant intersection problems throughout the corridor. alignment and geometric problems particularly These problems are anticipated to be south of TH 5. Carver County and significantly worse at the intersection of TH 5 Chanhassen are to take the lead role in 10 COMPREHENSIVE PLAN UPDATE 1998 promoting the improvement of CSAH 101 south occur. Routes of particular interest to Chanhassen of TH 5. Hennepin County is the lead agency include the following: on CSAH 101 north of TH 5. In the meantime, the county and city anticipate working on 1 . Powers Boulevard (CSAH 17) - Within the city. completing a joint powers agreement for this route has adequate right-of-way, sight developing improvements to CSAH 101 south distance, grades and setbacks to maintain a 45 of TH 5. to 50 mile per hour speed limit. North of Chanhassen, however, this road takes a 4. Pleasant View Road - The existing roadway different form as it enters Shorewood and alignment is inadequate in several areas. Excelsior. In Shorewood, CSAH 17 becomes Sharp curves, garages located at the right- Hennepin County 82. Tight setbacks, poor of-way line, hidden driveways and frequent sight distances, individual driveway accesses vistas of Lotus Lake which serves as a and reduced speeds exist in this area. As a distraction, all combine to create potentially result, the effectiveness of CSAH 17 as a dangerous conditions. Previous efforts to northern access to TH 7 is diminished once it improve Pleasant View Road have been crosses Chanhassen's border. unsuccessful. As a result, the inadequacies of this route will continue to intensify as traffic 2. Galpin Boulevard (County Road 117) - is very volumes increase. similar to CSAH 17. The route functions effectively until it reaches the northern portion 5. Powers Boulevard (CSAH 17) - Currently, of Chanhassen where its alignment restricts Powers Boulevard does not extend south of traffic movement. Lyman Boulevard. South of Pioneer Trail, further extension is not feasible due to existing 3. Trunk Highway 5 - Issues pertaining to TH 5 development and extreme variations in have been previously presented. The topography. Therefore, Chanhassen's only jurisdictional continuity of TH 5 is extremely reasonable opportunity for a comprehensive important to Chanhassen. Chanhassen will north/south minor arterial route lies in the need to continually monitor MnDOT plans for improvement of the CSAH 101 corridor. this route as well as the desires of adjacent municipalities to ensure that TH 5 continues to 6. Lake Drive/Coulter Boulevard - For the street function at the highest feasible level of service. to serve its intended purpose, it is essential that it be extended to the west. The 4. County State Aid Highway 101 - The Comprehensive Plan illustrates its ultimate importance of additional north-south routes extension to Hwy. 41 where it will intersect with with continuity has been discussed extensively 82nd Street in Chaska. in other sections of this chapter. Since this particular route borders Hennepin County and 7. West 78th Street (north access boulevard) - As the City of Eden Prairie, it is important to with the Lake Drive/Coulter Boulevard system develop a consistent approach to this route south of TH 5, this system is very important for from TH 7 to TH 212. serving local east/west trips within the community for TH 41 to CSAH 101. This 5. Pioneer Trail (CSAH 14) - Provides a significant roadway is included in the TH 5 improvement transportation corridor connection Chaska to project scheduled for 2000-2001. Bloomington. Jurisdictional Continuity 6. TH 41 - This route is an important north-south route connecting three principal arterial routes. Chanhassen contains a number of roads which Chanhassen should work with MnDOT to pass through the community and into other ensure that TH 41 continues to function at the municipalities. Because these routes fall under a highest feasible level of service. variety of jurisdictions, continuity problems can 11 COMPREHENSIVE P AN UPDATE 1998 FUTURE TRAFFIC FORECASTS . ,,-.: ' --.1!: _ - •n :*::. .-yam ':::•: ;roo - . • KI Traffic forecasts were made to determine the ,.= COMPREHENSIVE PLAN UPDATE 1998 212 would result in a significant operational preserve this corridor or identify how existing benefits to TH 5 (Chanhassen's key corridors could be expanded to address river transportation facility). If TH 212 is constructed crossing needs. by 2020, capacity improvements should still be considered on the following facilities: Improvements proposed for municipal roadways are under direct control of the city and will receive TH 7 4 lanes between CSAH 10 and TH 41 highest priority in the City's Transportation TH 41 4lanes between TH 7 and TH 169 Improvement Program. For roadways on the CSAH 18 4 lanes east of TH 41 to CSAH 101 CSAH 14 4 lanes east of CSAH 17(Audubon Road)to county system, the city will cooperate with Carver city limits County and encourage the improvement of county CSAH 101 4 lanes TH 5 to CSAH 14 roads in accordance with this plan. CSAH 101 4 lanes TH 5 to north city limits Powers Blvd 4 lanes south of CSAH 18 to CSAH 14 SYSTEM PLAN CSAH 17 4 lanes north of TH 5 to TH 7 The proposed roadway system should be consistent with the anticipated density and distribution of land uses in the city in the year 2020. *4:.;r!--177:77 '; The purpose of this section is to review the existing ,� - -1;;;. >-�`�-�: _. • • .:*'...-.4:::&• functional classification system (Figure 7) and 17;1'?I- i a.., `'- - .L ,: yea:-;�: : - '1'-•=.:;.:_,-..':!"4.,.i;,,. ::{; identifypotential functional classification and other ` <=='_ • _ ` ': ( _ system changes that should be made to -r )- ,...-, Am...., accommodate the anticipated growth. The existing '' ''.(.T.,-1.-.1:. =� , '-�'?_.•-, functional classification system is based upon the � ' -- - ▪ -:_r . . `D; 1996 Metropolitan Council Functional Classification ` : 'Ti ~' ;::'L map with the addition of local collector streets which ~ :- '' .. were identified as part of the previous Chanhassen ./ P- •.)'.'� _ :XG';�:f` .•..vii: L..; :,i-- . ; :-_ Plan. The current system includes a revision to TH 101 which was realigned in 1994. :::: Guiding Planning Principles ,see.:=- The City of Chanhassen Transportation Plan has - been developed using the following guidelines and . r _ planning principles: r'IeN IAL i 3...ACAT`/crena M.; 1. The functional classification of the roadway system in Chanhassen should conform to the - criteria and characteristics summarized in Figure 6 6A ' •°' Appendix A. FUTURE CAPACITY PROBLEMS ASSUMES NO TH 212 BY 2020 2. The plan should reflect vehicular travel demand at full development. • Regional river crossing bridges (TH 41 and CSAH 101) are congested currently and will 3. The full development level, as defined by the become more congested as the region Land Use Guide Plan, should incorporate the expands. The development of new TH 212 is limiting effects that the identified physical anticipated to attract more trips from Scott constraints have on the attainment of the County and TH 169 and the Shakopee by-pass. anticipated level of development. A new regional river crossing bridge has been shown on the functional classification system 4. Compatibility should be maintained between plan in the southwestern corner of the City. the roadway system in Chanhassen and Agencies should continue to investigate and county and regional roadway systems. 13 COMPREHENSIVE PLAN UPDATE 1998 SUMMARY OF SPACING CRITERIA 5. In developing the p an, roadway segments and , TABLE 5-5 intersections that cannot accommodate the anticipated vehicular travel demand should be aa„g vi ie s) identified. Metro Centers/ Functional Classification System Findional Regional FDeleloped De\ebF�r Rural Classification Business Aram Areas Areas The functional classification criteria presented in Concentrations Appendix A were closely followed during the � p� �� - 2-3 3-6 6-12 preparation of this plan. The intent of a functional classification system is .she creation of a hierarchy 1/2-1 1 -2 As needed NInor Arterial 1/4-3/4 of roads that collects and distributes traffic from va-3/4 12 1 neighborhoods to the metropolitan highway system Collector 1/8-1/2 needed in as efficient a manner as possible given the topography and other physical constraints of the Source Metropolitan coundl area. Places of high demand, such as employment or commercial centers, should be served by roadways higher in the hierarchy such as arterials. Neighborhoods and places of low demand should have roadways of lower classification such as • "B" Minor Arterials collectors and local streets. It is in this way that the 3. Major Collector Streets land use plan is integrated into the transportation 4. Minor Collector Streets plan. 5. Local Streets An important consideration in developing a Principal Arterials functional classification system is adherence to the spacing criteria established by the Metropolitan Principal arterials are the highest roadway Council (Table 5-5 and Appendix A). The City of classification and are considered part of the Chanhassen is currently considered part of the metropolitan highway system. These roads are developing area. As a result, the city has a mixture intended to connect the central business districts of of urban, suburban, and rural areas. It is the two central cities with each other and with other anticipated however, that the city will be fully regional business concentrations in the developed by 2020. The ultimate roadway system metropolitan area. These roads also connect the assumes full developm ant, but the current Twin Cities with important locations outside the distinction between developing and rural is metropolitan area. important in the establishment of implementation priorities. Principal arterials are generally constructed as limited access freeways in the developed area, but The proposed City of Chanhassen functional may also be constructed as multiple lane divided classification system is shown in Figure 8. The highways. The following facilities are designated as classification system that is consistent with the principal arterials within the City of Chanhassen: preliminary changes that are being proposed by Trunk Highway 7 Carver County in the update of their transportation plan. Since the plan is still under development, Trunk Highway 7 serves as a key east-west route there may be some further modification of the through the south central portion of Minnesota. It functional classification system. The functional connects the Twin Cities Metropolitan area with classification plan includes the following categories: cities such as Hutchinson, and Montivideo to the west. It also is one of Chanhassen's major east- 1. Principal Arterials west links to the Metropolitan area. It is located in 2. Minor Arterials the northern portion of Chanhassen and provides • "A" Minor Arterials 14 • A. ii:. Shorewood r:,•: Minnetonka) - 1E: ''•:,: II _ =__ _ N..•, ,� ..e,13! ''/,,.-•::::::..4:.:.....1.•:...1,...•• _.r•i+_, _ ' - °1••'1••-' s u _or 4 -- _ )I ;r,`= • .• = �iJ ,; J., _iv• •,- ' r-�6-‘,..,;.-..:.•:..:..:::.:: l ` '' ; _ ;/ : '_.._ - ;_ �� :;T` . (7. I I Victoria) - _ 'u '/ - - - - - . . -- ' ---1 1--1--7::7,11-_-, z_:___._ z: ::: z J.1 _ . M C"--..N.L........r....i...j...L..............-••••-•'"._,... I" ..•.........,-;_-.-, = = = (//7---_____ i • ii• p. ‘,... II • // .. • E 11 • - - _ • • OP • : : [Chaska c -------------- • "" ""Ati * Eden Prairie) •• • . 0 ..:•::' ..:".. .: :::. .. Chanhassen _ ` Existing Functional Classification - _ �``="' /V Pr-nelPal Arterial r N A Minor Auymenter '•- •' .--•••• � • A-Minor Reliever7 ' `� LMiner EaP.nd.r of Shakopee /^^�% A-Minor Connector • .N&Minor - . _ v Class I Collector • 'i !\'Class II Collector ' tet •'`•----• • - �•Proposed •' _ - • .. OProposed In terchang. • Pli . r W r Figure 7 ,... •:-'••••••-"*-- '•::1:•::1 %,", ..,.:;,:ii::;i"" •.‘ 7-1...:...:........:..-... ' —••-•1 - - -- -.-:.: '*".•:::::.'%* ••". ::•• •-• -- •:-.• . ,. , ...- .., .....::1::;::•. .i'...!::„..-:' .• :: ' ..• .......'.-. - •:::'• ..... - . ..'•:::.. ..•::.::F*.i:::''• :.:-..."•:.:•:-.•:-••:. . ,,, -:: :: :: ::.• - . '--: .:. .• .• .• .• .• .. - . •i• •:• .-- -•••:::. :.. ._ .. . ... • • - .. . .. ........... .... . : - - .g:- :i ---.*:-" ' t:. .• •• .•.••••-. •••- ,, Minnetonka •': 7- - Shorewood ..vg: ............. ,::;:. •' - •::! -••-:::::-!•:-,.-.. '. • .:.;:i::;i:-.. - .* , • .--P—• .'" • ' __: . ..............:- 7----- ----.:—,_._4_ .:— .:i? • -• - .:..: • ...."'. " —'"'":---- ::I:::::::Y;•••• :--'-'-. ..- i .. .• %...........• — - -- , ' . ig ig .... * Ii .-:;:--:--:-. :•":•::-.7:.: _II '•- .-.--'-- .• • -"., :":* :-.':.:- - :.. -----.--• .**:,,-::-****4-4-4- _ • i I — — — — :.` ---s"*-:*: • ; --• •:;i :.:•- . -71--:_ ))::.*::4..*:.•:. ----'-s -•-- :• .. // f . ••'.':1••••••••••• ;•,* E. '• . .t.. • -. ;/.•••••"''''...'":'.:e:e:' - .‘•:•' -L.1:7'-'=' 1 r — ........._.__.,.,........ _.,... .•••••.• :,; • .::::•;::::'" ...: .-. Ii •• // .:::,.. '!..t.. '!•-•7ll :\ ' -": ' ' ' •••,::„::::::::....%.. .. ''......:‘•".....:::::::::::;.:.:%.. ...., ill ...:;: ,• ' . , •:....„--• .1 . ..••'-..._ ‘...,%!............::..r...•• c / '•*"....7.:-..:i : -4---•--- -\v.:- ......•b. .: • .. ...... . ,.... .. I "..1.1 ;•.---. . ...•'. --' •- . il , -:• - --•;.*:;:..:.' .-‘ f •-• ; ,, . „:•::::.::::::: fd---1-4 ill 'It/ •::::::::::. - ••••••• • ' - - .•••.•... • • • -• •••• ;:•::•::•::•;:-*:• 0 16. :::::::Y:::: .- • -;:-- - •J -;li :-:::::%:.:-:F•::%:! - ... Ig• I/ - . — ••::-:::::.:.::::,. II,.:.•f '' •-•••::-.::•:., •• II • .. , . ... -•-• -• ll \ \ • TH 5 [Victoria . • ---Ti L _-7-7-_-7F-------------1,1 - ;- -j..-::_-_,.....--ir --7-_ _ _ _ z - - - r — :7-- = .1.- --: :.-.-. -'• ct...1-1,x -----1 I --'-' t___---- -.= = z........ eL,.....} Il• L i , .. . . . • — ._. • -::::- .............-.... /7- ' • ..... ''':ii,::: ::::•" -- ii - - .. .4.• • :: . . • . F.....us...,212' . 0 . . . .: .. 0 :,. • •:, .. Lrn.na....,, .. ii ::::.•:::- :-...• s •.1- •• i ••.:i:. - . • . .. • ...: -:,. • . .• . . .-.. - • , •- -i:.1... arai. Ur .E • •,:.:1 . -:?,.. • i: • , •,.: .'-- --.>•••., • • ' : - • •••.--• :•: -::--- •••• . . r." •• ''-I : i Chaska • -...:•::,..•:7.7..::::..,.. --• // •• - • . .. .• •• . . .. ••• ••• ..- ... . ::-::-. ' - -- .. . •: :..., i" Po-v.*,7n . •• Eden Prairie ,:-.. . : .• 'p . ...\ - \- .. ..:.-:.•:::.: .•-•:.:::-,- ...„ . : - \,••-•• --. .-::::-----:. .. .•. ::::::::;::i:i::::;::::;::;:::•-;''' ....- • iaigig...• ...•. •_ -• •• •• . ks., ••••••••,. .• .• .-• •• .......- ..::::;::::,:.:.-.. • - - 0 .• „ • . . . . . .1 I: \ ..e.,:s.„,•,: -, - - - - City of Chanhassen ::, ...-...-..:. •.-. Future Functional Classification ..,,;..,..i.:::::::::::.i.............ik. , Af r Principal Arterial ::;:::%!:::::1:F.:i::::::::::::.•. •:: ': . .,(\,/ A-Minor Augmenter •• .. ,.- A-Minor Reliever * [Shakopeel A-Minor Expander A-Minor Connector ..,:::..- -. - . • . IV B-Minor -: :-- .1-j.1.• 1 .. ••'''.. .1" '1. ' • .,... . . .., Class I Collector --- .••• ' 1-"'• — • • • ..-•-*.:. i‘i Class 11 Collector . ...' . 0 Proposed interchange .....• •- . .*: • ,:,.. •:.:., -•• •-:1 . . MO a MO fror . .. • - --• - • .•• ....- . . ,..- .............. :i.,..,.,„ ,.. .„........ . . • •- ••• - .......... . . . .. .. .. ....... .. . .... '...."--:-.. • ' 7------'-. Figure 8 .....:- :i... __ _ ............................ COMPREHENSIVE PLAN UPDATE 1998 regional access and mobility to primarily residential expansion of existing river crossings or an areas. additional regional river crossing appears to be needed to address regional growth. Trunk Highway 212 Minor Arterials The current TH 212 is a principal arterial and connects small rural communities to the Twin Cities Minor arterials are designed to emphasize mobility Metropolitan area. In Chanhassen, TH 212 travels over land access, serving to connect cities with along the bottom of the river bluff. A new location adjacent communities and the metropolitan highway of this facility has been planned for many years. system. Major business concentrations and other The new facility is proposed to run diagonally important traffic generators are often located on through the southern portion of Chanhassen. The minor arterials. In the metropolitan area, minor route is proposed to be a four lane divided facility arterials are divided into two classes "A" Minor with controlled access. Plans call for two Arterials and "B" Minor Arterials. interchanges in Chanhassen. one at CSAH 101(old TH 101) and the other at CSAH 17 (Powers 1. "A" Minor Arterials Boulevard). At the present time, official mapping has been completed and the EIS has been The Metropolitan Council has identified minor finalized. TH 212 has right-of-way preservation arterials that are of regional importance because status as part of the Metropolitan Council's regional they relieve, expand, or complement the principal plan. When the new TH 212 is constructed, the arterial system. These roads have been labeled existing TH 212 would be reclassified as a minor "A- minor arterials and have been categorized into arterial. four types: New Principal Arterial River Crossing • Relievers — Minor arterials that provide direct relief for metropolitan highway traffic. Currently, there is a lack of a principal north-south arterial route in the region. This is due to physical • Expanders — Routes that provide a way to make constraints such as Lake Minnetonka, and connections between developing areas outside Minnesota River bluff area as well as past travel the 1-494, 1-694 interstate ring. patterns favoring east-west travel. However, as the urban area continues to grow, north-south travel • Connectors — Roads that would provide good, demand is anticipated to increase. The spacing safe connections to and among town centers in from the Bloomington Ferry Bridge (TH 169) to TH the transitional and rural areas in the area. 41 is approximately 9 miles. This is inconsistent with the functional classification guidelines. A • Augmenters— Roadways that augment principal north-south regional river crossing has been shown arterials within the interstate ring or beltway. previously on the Metropolitan Council's functional classification system. This route is located in To the extent possible, "A" minor arterials are the southwestern corner of Chanhassen and connects most continuous and form a grid network over the new TH 212 to the Shakopee By-pass. This route entire city. However, topographic constraints and is intended to accommodate more of the regional the location of existing highways and existing land trips between TH 212 and TH 169. uses can result in deviations from the spacing guidelines. Nevertheless, continuity and This route was designated a principal arterial route connectivity among the "A" minor arterials and the in lieu of designating the current alignment of TH 41 principal arterials allows the arterial network to a principal arterial route. This was primarily done provide important mobility functions throughout the because TH 41 goes through downtown Chaska city. and has numerous access points and limited ability for capacity improvements. The existing river In Chanhassen, the current spacing of "A" Minor crossings on TH 41 and TH 169 are shown to be at arterials is approximately 3 miles (spacing between capacity based on traffic forecasting work done for TH 101 and TH 41). The desirable spacing for "A" the Carver County Transportation Plan. Therefore, minor arterials is considered to be 1/2 to 1 miles for 16 COMPREHENSIVE PLAN UPDATE 1998 fully developed areas. Because Chanhassen is developing areas. The current spacing of "A" minor anticipated to be fully developed by the year 2020, arterial routes west of 1-494 are between 1 and/ 1/2 additional "A" minor arterials should be designated miles. Other factors considered include: to maintain mobility throughout the City. The "A" Minor Arterials that are recommended in • The projected year 2020 daily volumes are at Chanhassen include the following: the upper limit or exceed the recommended guidelines for volumes carried by a collector. Trunk Highway 5 — Arboretum Boulevard • The roadway connects principal and other Trunk Highway 5 is the most important existing minor arterial routes thereby providing an roadway in Chanhassen functioning as the City's important mobility function for the region. transportation backbone. In the early 1970's, TH 5 was considered a principal arterial route. This • The City has historically limited direct access designation has changed over time because of the to CSAH 101 and will continue to do so. close proximity of TH 7 and lack of continuity west of Carver County. Currently, TH 5 serves as the Highway 169/212 - Flying Cloud Drive major link for Chanhassen to the metropolitan area. In addition, TH 5 provides regional access to a Assuming new TH 212 is eventually constructed, large number of businesses and industrial old TH 212 would be downgraded from a principal properties in the area. The concentration of these arterial route to an "A" minor arterial. TH 169/212 large employers results in some "reverse is a two lane undivided highway with limited commuting" patterns as well as destinations for access control on the segment within many trips coming in to Chanhassen from the west. Chanhassen; however, the river bluff substantial Even though this route is designated as a minor restricts ability to access this route. The route arterial, it provides many functions similar to TH 7 would continue to link Chaska and CSAH 101 and TH 212 which are principal arterial routes. As a river crossing with Twin Cities Metropolitan area. result, it is recommended that the city continue to The route would fits the spacing guidelines for "A" support improvement and access management minor arterial routes and provides east-west strategies that would maintain the mobility of this traffic flow below the bluff. route. CSAH 17 — Powers Boulevard Trunk Highway 41 — Hazeltine Boulevard County State Aid Highway 17 is currently classified Another "A" minor arterial that has many principal as a "B" minor arterial on the Metropolitan Council's arterial characteristics is TH 41. This route is Functional Classification Plan. It is recommended located in western Chanhassen and is the only that this route be upgraded to an "A" minor arterial major north-south river crossing west of the based on the spacing with other similar north-south Bloomington Ferry Bridge (9 miles to the east) that routes and the connections that it provides to other connects TH 169, TH 212, TH 5 and TH 7. As a arterial facilities such as CSAH 14 (Pioneer Trail), result, this route will continue to be an important new TH 212 (future interchange), TH 5, and TH 7. link serving Carver County and the City of The spacing of this roadway with CSAH 101 to the Chanhassen. Chanhassen and Chaska have east is approximately one mile; however, there are done a good job in protecting the mobility of this physical barriers (lakes and wetlands) that limit the corridor by providing limited access and proper connections between these routes. The spacing of development setbacks. this route with TH 41 to the west is approximately two miles. As the City of Chanhassen develops, CSAH 101 (old TH 101) - Great Plains this facility will provide mobility for north-south traffic Boulevard flow to important destinations within the city as well as the regional transportation system. It is This designation is consistent with the Metropolitan recognized that the character of CSAH 17 changes Council's Functional Classification Plan and as it extends north into Hennepin County (CSAH Hennepin County's designation. This designation is 82). The roadway becomes narrower and setbacks consistent with the spacing guidelines for are limited. 17 COMPREHENSIVE PLAN UPDATE 1998 CSAH 19 — Galpin Boulevard connects TH 41, CSAH 17 and CSAH 101. However, an extension is planned to the west of TH County State Aid Highway 19 is currently classified 41 that would follow the 82nd Street corridor as a "B" minor arterial on the Metropolitan Council's (adjacent to Chanhassen City limits). The spacing Functional Classification Plan. This route is looked guidelines are consistent with designation of an 'A" at in combination with the southern portion of CSAH minor arterial for this route. East of TH 41, Lyman 17 (portion south of CSAH 18). Together these Boulevard is proposed as an `A" minor arterial to routes form a north-south connection between old CSAH 101. West of TH 41, Lyman Boulevard is TH 212 and TH 5. It is recommended that this route proposed to remain as a "B" minor arterial because be upgraded to an "A" minor arterial based on the the character of the facility will change as it spacing with other similar north-south routes and parallels the Arboretum. the connections that it provides to other arterial facilities such as old TH 212, CSAH 14 (Pioneer 2. "B" Minor Arterials Trail), and TH 5. The spacing of this roadway with CSAH 101 to the east is approximately one mile; The Metropolitan Council defines all minor arterials however, there are physical barriers (lakes and other than "A" minor arterials as "B" minor arterials. wetlands) that limit the connections between these These roadways serve a citywide function. Medium routes. The spacing of this route with TH 41 to the to long distance trips use the "B" minor arterial west is approximately two miles. As the City of system. When combined with the "A" minor arterial Chanhassen develops, this facility will provide system, most places in the city are within a mile of mobility for north-south traffic flow to important such a roadway. There is one route in the City of destinations within the city as well as the regional Chanhassen that is proposed as "B" minor arterial. transportation system. This route is described as follows: CSAH 17 — Audubon Road CSAH 18 - Lyman Boulevard West of TH 41 (see description of Lyman under `'A" minor arterials). County State Aid Highway 17 is currently classified as a "B" minor arterial on the Metropolitan Council's Collectors Functional Classification Plan. This route is looked at in combination with CSAH 19 (portion north of Collectors are designed to serve shorter trips that CSAH 18). Together these routes form a north- occur entirely within the city and to provide access south connection between old TH 212 and TH 5. It from neighborhoods to the arterial system. These is recommended that this route be upgraded to an roads supplement the arterial system in the sense "A" minor arterial based on the spacing with other that they emphasize mobility over land access. but similar north-south routes and the connections that they are expected, because of their locations, to it provides to other arterial facilities such as old TH carry less traffic than arterial roads. 212, CSAH 14 (Pioneer Trail), and TH 5. The spacing of this roadway with CSAH 101 to the east The following roadways are recommended as is approximately one mile; however, there are Collectors in Chanhassen. physical barriers (lakes and wetlands) that limit the connections between these routes. The spacing of 1. Class I (major) Collectors: this route with TH 41 to the west is approximately two miles. As the City of Chanhassen develops, • Minnewashta Parkway - This street serves as this facility will provide mobility for north-south traffic the only north/south route between TH 5 and flow to important destinations within the city as well TH 7, west of Lake Minnewashta. It is located as the regional transportation system. such that it likely serves some through trips from outside the city along TH 5 traveling CSAH 18 — Lyman Boulevard north to TH 7, as well as locally generated traffic along its route. This area has Lyman Boulevard is currently designated as a "B" undergone a fairly significant amount of minor arterial. It is an east-west route that parallels development but there is considerably more TH 5 one to 1.5 miles to the south. It currently development potential that is likely to be realized over the next decade. 18 COMPREHENSIVE PLAN UPDATE 1998 • Galpin Boulevard (CSAH 117) north of TH 5 - • Pleasant View Road— Pleasant View Road This route serves to connect primary serves as the only east/west connection residential areas to TH 7 and TH 5. It between CSAH 17 and CSAH 101 in northern parallels TH 41 to the west. Chanhassen. • Lake Drive — Lake Drive is being developed • Longacres Drive — Functions as a to serve two functions. These include local neighborhood connection between TH 41 and access south of TH 5 and a parallel collector CR 117 (Galpin Boulevard). to TH 5 capable of carrying off-loaded local trips of short to medium length. The City • Park Road — Functions as business park undertook a joint project with MnDOT and the connection between Audubon Road and City of Eden Prairie to extend Lake Drive east Powers Boulevard. to the City line where it merges with the signalized intersection at TH 5 and Dell Road. The ultimate roadway system is based upon the functional classification presented above. It reflects • Lake Lucy Road — Lake Lucy Road serves as full development of the city according to the land the only east west connector between CSAH use plan and socioeconomic forecasts presented 17 and TH 41 in northern Chanhassen. earlier. The roadway cross-section identified for each classification would be expected to be in place • Coulter Boulevard — Coulter Boulevard is at the time full development is achieved. being developed to serve two functions. These include local access south of TH 5 and RECOMMENDED ROADWAY PLAN a parallel collector to TH 5 capable of carrying off-loaded local trips of short to medium Traffic on Chanhassen's roadway system will length. continue to increase due to new commercial, residential and industrial development and changes • New east-west street— North of Pioneer Trail in socio-economic conditions. The impact of added between Powers Boulevard and CSAH 101. traffic will be more evident on the arterial and collector routes. However, failure to address • Kerber Boulevard — Main local access from capacity issues on major routes will result in more residential area to downtown. traffic diverting to local streets. This can result in safety, speed and other undesirable impacts to • Market Boulevard — Main connection between collector routes. downtown and TH 5. In order to ensure that traffic concerns are • Century Boulevard -- North-south collector addressed thoroughly and comprehensively, the route between West 82nd Street and TH 5. transportation chapter of the Chanhassen Comprehensive Plan contains a planned and • Bluff Creek Drive — Functions as collector recommended roadway system for the year 2020 route between Pioneer Trail and TH 212. (Figure 9). This system is the result of both current and past planning efforts including the 1980 and • West 78'1 Street— North frontage road along 1991 Comprehensive Plans, the Year 2005 Land TH 5. Use and Transportation Study, the Highway 101/5 Preliminary Alignment and Land Use Corridor • Lyman Boulevard —(CSAH 101 east to city Study, the Highway 5 Corridor Land Use Design limits). Connects CSAH 101 to Eden Prairie. Study, the 1990 Eastern Carver County Transportation Study (ECCTS), and the 1998 2. Class II (minor) Collectors (Class II collectors Carver County Transportation Study. focus on inter- and intra- neighborhood connections): The following major improvements are components of the recommended and planned transportation system: 19 COMPREHENSIVE PLAN UPDATE 1998 segment of Lake Drive still to be completed will Trunk Highway 5 –As was referenced previously connect Audubon Road to Powers Boulevard in this report, TH 5 is scheduled to be improved by (CSAH 17). The alignment of this route south of the Minnesota Department of Transportation. By TH 5 separates planned industrial uses from approximately 2002, TH 5 will exist as a four lane planned residential uses. road from TH 41 in Chanhassen to 1-494 in Eden Prairie. This improvement, which will include turn County State Aid Highway 101 (Old TH 101 – lanes, will help mitigate peak hour traffic congestion Planning efforts since 1980 have consistently in Chanhassen and Eden Prairie. The City will identified the need for improvements to CSAH 101. continue to work to get TH 5 improved to A design study for the roadway to Town Line Road Chanhassen's western border. The current Carver is scheduled to be completed in 1998. Planned County Transportation Plan indicates a need to 4 improvements north of TH 5 consist primarily of lane Hwy. 5 west towards Waconia to accommodate reconstruction and realignment of the route north traffic flows. of the intersection of CSAH 101 and West 78th Street to effectuate better traffic flow. Crosstown Highway/Townline Road – This improvement entailed the extension of Townline South of TH 5 major improvements are needed. Road from 1-494 west to CSAH 101 at the The 1980 and 1991 Comprehensive Plans and the Chanhassen-Eden Prairie-Minnetonka border. The extension of this route. completed in 1998, will have a major impact on CSAH 101 which serves as the ., -_--i7;c' _;, ':- _ common Chanhassen/Eden Prairie boundary north rr�)'�. \` ,. -�-'` of TH 5. �- ;;.':Y• F,. ,.:� r,_ -,• : =-.^fn., ET: COMPREHENSIVE PLAN UPDATE 1998 corridor, the City recognized that since the across the Minnesota River. To date, however, realignment will involve total reconstruction, a there are no plans to actually implement a new road unique opportunity exists to create CSAH 101 as an along this alignment. This alignment is identified on attractive approach to the community. The planned the Carver County Transportation Plan as a "study interchange of TH 212 and CSAH 101 will provide and/or reserve right-of-way" corridor. It is not downtown Chanhassen and the industrial area with currently identified on Chanhassen's transportation a new entrance. In order to maximize visual and system, however, it can be added if the County or functional concerns, CSAH 101 is planned for State feel that the realignment is still justified. If reconstruction as a boulevard/parkway with a appropriate, the City of Chanhassen will work with landscaped median area from new TH 212 to TH 5. Carver County and the City of Chaska to further The alignment of CSAH 101 as it approaches TH 5 define the need for the realignment of TH 41 was relocated to the west to intersect Market including the possibility of a new river crossing. Boulevard. TH 5 will serve as a brief east/west link However, if the current alignment is retained, TH 41 for CSAH 101 between Market Boulevard and would need to be upgraded to a four lane cross Dakota Avenue where the route will continue to the section from TH 5 south into Chaska. In addition, north. CSAH 101 north of TH 5 and south of TH the vertical alignment of the south approach to T. H. 212 are clearly in need of improvements. These 5 must be reduced to improve the safety of this improvements are justified today based on capacity heavily used intersection. and safety concerns. The 1998 Carver County Plan projects over 20,000 trips per day on the County State Aid Highway 101/Proposed TH segment north of TH 5 and 13,000 on the segment 212 and CSAH 17/Proposed TH 212 south of TH 5. Interchanges — Plans for new TH 212 call for an interchange at CSAH 101 in Chanhassen and West 78th Street (TH 41 To CSAH 17) — A frontage construction of an interchange at CSAH 17 road along the north side of Highway 5 between (Powers Boulevard) and TH 212. CSAH 17 and TH 41 is planned to serve short term and eventually long term development in the area. Coulter Boulevard — At the present time. the In 1997 the frontage road was constructed to Lake Chanhassen transportation system does not Ann Park and the access into Lake Ann Park at TH accommodate east/west movements, south of TH 5 5 was closed. The frontage road will also provide between Galpin Boulevard and TH 41. A collector direct access to the residential and neighborhood roadway system in this area is needed to provide commercial uses planned along the north side of access to property and to discourage local trips TH 5. from using TH 5. Coulter Boulevard will be completed from west of Galpin to TH 41 where it Trunk Highway 7 (North Minnewashta Area) — A will terminate at a temporary cul-de-sac in 1998. study of the entire TH 7 corridor was completed in The connection of Coulter Boulevard to TH 41 late 1986. Various alternatives were identified to cannot be made until MnDOT reconstructs TH 41. improve the corridor along the north side of Lake Minnewashta. The alternatives involved a variety of New Regional River Crossing: South of New street closures and re-routings in the residential TH 212 to TH 169 —Currently, TH 41 and areas east of Minnewashta Parkway. The goal of CSAH 101 bridges serve the river crossing needs the recommendations is to reduce the total number for the region. both these routes are anticipated of intersections along the route thereby improving to be significantly over capacity. A regional river traffic flow. At the present time, Chanhassen and crossing has been identified on past plans, the other communities along the corridor are however, a limited amount of work has begun to working with MnDOT in implementing the preserve a corridor for this facility. The City recommendations as funding becomes available, should work with adjacent communities, Mn/DOT which is currently programmed for 2000 and 2001. and the Metropolitan Council to determine potential alternatives to address capacity needs in Trunk Highway 41 - Historically, the Minnesota the region. Department of Transportation has had an interest in realigning and extending TH 41 south to and 21 COMPREHENSIVE PLAN UPDATE 1998 OTHER RECOMMENDED LOCAL STREET IMPROVEMENTS Nez Perce/Pleasant View Road Connection - During review of the Vineland Forest plat, it was As Chanhassen continues to develop, evident that a connection between Nez Perce! transportation conflicts and inconsistencies will Lake Lucy Road and Pleasant View Road was become evident. These situations, unlike planning warranted since there was no north/south for major routes, are not predictable since they connection between CSAH 17 and Lotus Lake. result from the merging of existing and new land Improved access is needed for local trips and to use patterns. The Comprehensive Plan can be a ensure the adequate provision of emergency useful tool in assisting the City in resolving these services. At the same time, there were concerns local access situations. It is the city's policy to voiced regarding the introduction of additional require interconnections between neighborhoods to trips onto Pleasant View Road since the street foster a sense of community, to improve safety, and already suffers from capacity and design to provide convenient access for residents. constraints. Therefore, it was determined that the Pleasant View Road intersection should be Often, during the subdivision review process, the located as far west as possible at the Peaceful need for future extension of local streets becomes Lane intersection. apparent. As a result, access concepts are developed to assist in creating an acceptable Melody Hill connection between Chaska Road and configuration for the plat and as a guide for the Murray Hill Road - This connection would provide future development of adjoining parcels. It is the an alternate means of access to the Minnetonka City's intent that the Comprehensive Plan serve as Middle School. In addition, it would provide local an implementation tool by providing a means by access for residents to the neighborhood which to record these access plans, legitimizing commercial center at TH 7 and TH 41. Currently, them by nature of the fact that they are approved residents must drive in to Shorewood and loop by the City Council prior to recording. It also will back on Chaska Road to reach these areas. This provide a useful means of providing information to connection would provide only local access in this residents and developers seeking information or area, since the completion of Lake Lucy Road to future development potential. These concept plans the south will serve as the primary east/west are illustrated below. Additional concept plans will connection for northern Chanhassen between be added to this document over time as they are Galpin Boulevard and TH 41. developed. Timberwood Drive/Stone Creek Court - The Tanadoona Drive-Dogwood Road'Crimson Bay neighborhoods of Timberwood Estates and Stone Road- At the present time, Crimson Bay Road Creek are separated by approximately 30 feet of does not connect to Dogwood Road to Tanadoona unfinished roads. This connection would permit Drive. Correspondingly, both of these the residents of Timberwood Estates to access the neighborhoods have only one means of egress/ Bluff Creek trail system. In addition, this ingress. A future street connection in this area is connection could provide a secondary access for needed to alleviate existing access problems. Timberwood Estates for residents and emergency vehicles. Carver Beach Road Conditions - Chanhassen's Carver Beach neighborhood was one of the first Kiowa Trail./Springfield Drive - Back-to-back cul-de- residential developments on Lotus Lake. This area sacs are at the Kiowa Trail connection. The consists of smaller lots and narrow rights-of-way. pavement for the northern cul-de-sac is installed to Drainage problems occur due to topography and a the project property line. A breakaway barricade is lack of storm sewer facilities in some portions of the installed to prohibit through traffic on Kiowa Trail. area. Improvement of existing conditions can only The cul-de-sac is temporary until either area occur in a comprehensive manner involving the residents petition the city to open the connection or reconstruction of both streets and utility systems. Highway 212 is constructed, at which time traffic Because of development constraints, typical street patterns will be changed. standards will not be applicable in this area. 22 COMPREHENSIVE PLAN UPDATE 1998 ALTERNATIVE MODES program in providing cost effective transit service to the City of Chanhassen. Transit There are several services provided by Southwest Transit needs in Chanhassen were identified in the Metro: Metropolitan Council's Transit Redesign (1996). The findings and recommendations from this study Express Service - This service provides express are summarized below. service for passengers working in downtown Minneapolis. Riders are picked up at the park and Metropolitan Council's Transit Redesign ride lot in Chanhassen and driven to downtown Minneapolis without stopping. At the end of the The Transit Redesign serves as a regional policy workday, the service is reversed taking passengers framework for the promotion of transit throughout back to Chanhassen in an expressed manner. the Twin Cities Metropolitan Area. Within this context, four transit market areas plus localized Tele-bus - Residents are able to make reservations pockets were defined based on population and for dial-a-ride bus service which provides for employment densities. Chanhassen has been address to address transit within Chanhassen, identified with Area IV, indicating a population Chaska, and Eden Prairie. Individuals may also density less than 5 persons per acre. As a result, have standing reservations for this service, transit in Chanhassen should emphasize 1) Small providing transit service for their work needs, bus or Dial-A-Ride service providing county or rural service needs, and to provide transit for children circulation, and 2) commuter bus service tied to after school. major park-and-ride lots to create travel volume. In addition, the Transit Redesign Study identified Circulator - Circulator bus service within the three localized pocket that have higher population and communities served by Southwest Metro was job densities than those for Area IV. Chanhassen established in 1997. This service connects riders has one pocket located at the TH 51TH 41 to major destination points in the three cities. This intersection. Suggested service in pockets is service provides direct connections for similar to Area IV except that the commuter bus Chanhassen residents to Chaska and Eden Prairie. service may have localized service in addition to Reverse Commute - To serve business in the area, linking with major park-and-ride lots. the local Chambers of Commerce created a Although private cars comprise the most commonly Reverse Commute Task Force which in conjunction used mode of transportation for Chanhassen with other agencies helps to match employees in residents, mass transit serves as an important Minneapolis with businesses in Chanhassen. alternative to automobile use and serves as one leg These routes start in Minneapolis and bring of a multi-model transportation strategy for the passengers to job sites in Chanhassen. Starting community. Two forms of mass transit, buses and with only five passengers in 1992, the program has light rail/commuter rail are specific components of grown to serve approximately 400 - 450 this plan. Plans for these services are outlined as passengers and 45 - 50 employers. The City's follows: rapid growth as an employment concentration warrants service to facilitate work trips. Buses Special Routes - Southwest Metro provides special In late 1986, Chanhassen joined the cities of Eden service routes to regional locations including Prairie and Chaska in the creation of the Southwest Southdale, the Mall of America, and the Area Transit Commission, operated under a joint Minneapolis-St. Paul International Airport. powers agreement between the communities, to provide transit service known as the Southwest Other Services - Because the agencies mission is Metro. Chanhassen's contract with Chaska and to meet the transit needs of the community, Eden Prairie is a joint powers agreement renewable Southwest Metro provides a variety of other transit on an annual basis. The City will continue to opportunities. For example, group rides are monitor the effectiveness of the Southwest Metro available for a variety of business, schools, 23 COMPREHENSIVE PLAN UPDATE 1998 organization, and others. Wherever possible, development within the near future. As a result, it is Southwest Metro provides buses for little or not viewed as somewhat of a commuting route from charge for community purposes in Chanhassen and Chaska to downtown Minneapolis and various other service communities. stations along the route. Park-and-Ride If the northern route is eventually implemented, Chanhassen residents wishing to use the system Chanhassen currently maintains a park-and-ride will have to rely on bus transit connections to stop on Market Boulevard. Eventually, the city would Excelsior (if available) or will require park and ride like to locate another stop in a location that provides sites in the vicinity of the station. The City will improved utilization and permanent parking facilities. continue to monitor the implementation of light rail However, the city will continue to support a park- and station plans to assess their adequacy and and-ride presence in the downtown location. The their impact on existing private patterns and bus city will also work with Southwest Metro to locate transit systems. park and ride stops at the future Hwy. 101/Hwy. 212 interchange and potentially at the east end of the Commuter Rail - The city supports the continuing Central Business District. investigation of Commuter Rail as a transportation alternative for the community, the region, and the Light Rail Transit (LRT)/Commuter Rail state. The Twin City & Western Line, which runs through the heart of Chanhassen is currently under Light rail transit is a mode of transportation that is consideration as a possible route. currently being considered for construction in the Twin Cities Metropolitan Area. In 1987, Hennepin Travel Demand Management County received authorization from the State Legislature to prepare a Comprehensive LRT Lastly, the city supports investigation of TDM System Plan for Hennepin County. The Hennepin strategies to reduce trip levels on area roads. County Board intends to implement light rail transit in the county. Toward that end, the County r established the Hennepin County Regional •.,,,,r, •- ;- __ Railroad Authority to administer, at least, the initial %-?'- ,`' `n stage of the system. Hennepin County owns 7' .j.51'* ,< , :. ,; !_ _ ; �,_} .� railroad right-of-way from downtown Minneapolis �;,,,`<".z i ` .• '.��t':= - • to Victoria. Other counties in the metropolitan ' v"' r" "t "_- ;, • area have followed Hennepin County's lead and .;� • have also established railroad authorities. ~�`{"*, qI ,•''' Early system planning has identified two routes, '�'; > ,f:�•' �_ _. one or both of which may ultimately be extended into Chanhassen (Figure 10). Of the two, the Y_ Ci : northern alignment has received the highest • .{ • . priority. Although both alignments provide potential �� ; V-'4 benefits to Chanhassen residents, neither ' `'r significantly impacts the city in terms of land use and direct accessibility. There are no proposed station sites within Chanhassen's borders. • !YV,IMMOUE ;.. '+ +40 M'• • The northern alignment which has an identified ...III',\:o noLFE � ; .;' 11 station in Excelsior provides the most benefit to XJT�FNLTF •; �. Chanhassen since the city's population resides • primarily in the northern half of the community. The ' southern alignment travels along the bluff area in Figure 10 southern Chanhassen which is presently outside of RAIL COMMUNTER RAIL CORRIDORS the MUSA line area and not likely to see urban 24 COMPREHENSIVE PLAN UPDATE 1998 The city will be advocating the development of a tallest manmade structures within Chanhassen are multi-community, multi-county partnership with the the city's water towers, which average 135 feet. business community to promote these strategies. Structures under 200 feet are not considered obstructions under State rules. Radio towers are Travel Demand Management (TDM) programs will the only potential structures that may exceed the also provide an opportunity to reduce travel demand 200 foot threshold. If proposals for towers occur, on the regional highway system. The employment the city will require that they comply with all State, concentrations anticipated for the area, particularly in Federal and local requirements. the office complexes, provide the city with a tremendous opportunity to implement TDM programs. Lakes Minnewashta and Riley are used by As part of its standard approval process, the city will seaplanes at the present time. To date, there have work with new employers locating in the area to been few conflicts between boat traffic and ensure that employers will: seaplane usage. Continued usage in these areas is not viewed as a major issue due to the small • promote carpooling by providing information on number of aircraft and off peak hour operation by carpooling and vanpooling to employees on a their owners. If in the future, the numbers of regular basis. providing preferential parking aircraft increases or the potential for serious usage and guaranteed-ride home; conflicts occurs, the city may work with state and regional authorities to limit or ban seaplane usage. • encourage employees to participate in Minnesota Rideshare's ride-matching program; Trails And Sidewalks and While discussed primarily as part of the recreation • offer employees flexible work hours and set a element in the Comprehensive Plan, the city goal to reduce peak hour trips by 10 percent: desires to be pedestrian friendly. To accomplish this, the city must assure that city improvements In addition, every employer, regardless of size, will and private developments provide pedestrian and be required to provide a convenient carpool/ bicycle linkages. An integral component of the vanpool drop-off site that does not interfere with transportation system is the pedestrian and bicycle other traffic. This drop-off site will be consistent sidewalks and trails (Figure 11). The city continues with applicable ADA requirements. The city may to plan for an extensive trail system throughout the allow a group of employers to provide a shared community. These trails will provide linkages drop-off site as long as the site is accessible to all between individual neighborhoods as well as participating employers. connecting these neighborhoods to the rest of the community. As new development is proposed and It will be the goal of the city to reduce peak hour trip reviewed, the city will continue to require that these generation. pedestrian linkages be included as part of the development. Airports RELATIONSHIP OF THE TRANSPORTATION PLAN There are no existing or planned airports within the TO THE METROPOLITAN SYSTEM City of Chanhassen. Commercial air service is available at Twin Cities International Airport and In 1997 the Metropolitan Council issued a Systems general aviation is available at Flying Cloud Airport Information Statement to the City of Chanhassen. in Eden Prairie. Flying Cloud Airport is The city was encouraged to address issues approximately 4 miles east of the City of identified in the Statement, and to ensure that Chanhassen. planning in Chanhassen was consistent with the Metropolitan Council's newly revised Transportation Despite the lack of airports in Chanhassen, the Policy Plan. This section is intended to identify how City has two primary aviation concerns: first, that the revisions to the City's Transportation Plan physical obstructions are controlled and secondly, support the Metropolitan Council's Plan. seaplane operations. At the present time, the 25 COMPREHENSIVE PLAN UPDATE 1998 As the region continues to grow, utilization of the • Installation of ramp metering and bypass metropolitan highway system is expected to lanes aimed at preserving the level of increase. In some cases, these facilities will service on the metropolitan highway become congested. Because of the regional system. To this end, the city will function that these facilities perform, many of the coordinate site-specific installations with factors affecting segments that are in the City of MnDOT in order to develop geometric Chanhassen are beyond the city's control. designs at access streets that will Nevertheless, the city supports the desire to accommodate the resulting queues and resolve transportation issues by coordinating its reduce the traffic impacts on the local own efforts with those of adjacent communities, street system. Carver County, Hennepin County, the Minnesota Department of Transportation, and the Metropolitan • The city supports the efforts of MnDOT to Council. construct TH 212. To this effect, the city has undertaken a PLAN IMPLEMENTATION comprehensive approach for dealing with these transportation issues. This approach considers the Previous sections have examined future travel following methods for dealing with current and demand, have suggested guidelines for developing future problems: (1) an updated roadway plan, (2) a Transportation Plan, and have recommended a support of regional programs and activities; and (3) Plan that is responsive to these considerations. initiation of a TDM program. The city's approach to This section concentrates on examining the steps each of these is described below: necessary to implement the Transportation Plan. It discusses a general strategy for moving from 1998 1 . The city has adopted a Transportation Plan to the future in accomplishing the plan. that recognizes the need to support the metropolitan highway system. The major Transportation Plan Adoption elements of the new plan are: By adopting the Transportation Plan, the City • An arterial and collector system spaced in Council will establish the guidelines by which accordance with Metropolitan Council decisions regarding transportation facilities will be guidelines contained in the Transportation made in Chanhassen. It should be revised as Policy Plan. necessary to respond to changing conditions and needs. The city should periodically review the • An arterial system that provides both east- assumptions under which the plan was developed, west and north-south continuity between including estimates of future development, the City of Chanhassen and adjacent population trends. changing financial resources, communities, thus providing alternatives to energy considerations, and citizen and the metropolitan system for medium and governmental input, and update the plan long-distance inter-community trips. accordingly. • Arterials and collectors that are parallel to The plan should be circulated widely so that the metropolitan system, thus providing residents and the business community are aware of alternate routes for short and medium the opportunities and limitations that the plan length trips, and eliminating them from the provides, thus enabling all interested parties to plan metropolitan system. with full knowledge. 2. The City of Chanhassen supports Metropolitan Jurisdictional Realignment Process Council and MnDOT plans to improve the metropolitan transportation system in the In general, it is good policy that Carver County and following areas: 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 26 lake %1 a` lr4 \ I f'r — \ Minnewasbla �i J --`.. Loan ('',7.,--I �, I�I `� Lake i .1:'. _, ......" / / Ig,', Lake %. -(_- i . Annx f -----_ ,' • ') 41 ,• .. . . .. i!Illi ..!'I . - !, ' '':-AliAlla / --' ' Elio" iiVilitippitilimve • : iPiligliVgi° -101git0 1El0 . Sivan . 18 ` r, a . I J -r''. •- - 0 -- Os." • T } . - "j Lake Riley _- �•..,.. .1 bau TRAILS v -- PARKS G`o)do�. LAKES F�yv`9 STREET ----,-r -/re. . TH 212 ---- RIVERS ` ail �" °16 &iter , 2 , FIGURE NRIO PARKS AND TRAILS CU.3Ll.LVG clot.?.L,ic 11 `SRF NO.0972827 CITY OF CHANHASSEN COMPREHENSIVE PLAN UPDATE 1998 Chanhassen. Currently, Carver County has capacity and mobility of important transportation accepted the turnback of TH 101. Other roadways corridors. In addition, access guidelines may be used that are under consideration for jurisdiction change to respond to access requests and to promote good include: access practices such as: • County Road 117 (Galpin Boulevard) from TH 5 • Alignment with other existing access points to the north City limits (turnback from County to City). This roadway is designated as a local • Adequate spacing to separate and reduce collector street and does not function to serve conflicts, and regional or inter-county type traffic. • Encouragement of indirect access rather than • Old TH 212 from west city limits to east city direct access on high-speed, high-volume arterial limits. Assumes new TH 212 is constructed. routes. Old TH 212 would then revert to function as an "A" Minor Arterial and revert to county Providing access control in some form, whether it is jurisdiction. through grade-separated crossings, frontage roads or right-in/right-out entrances and exits, reduces the • TH 5 and TH 41 —The TSP developed by number of conflicts and, therefore, reduces accident MnDOT indicated that all non-principal arterial potential. A number of studies have demonstrated a routes in the metropolitan area should be direct relationship between the number of full access considered for turnback. This included both TH points and the number of accidents, including FHWA 5 and TH 41. These routes currently play a Access Research Report No. FHWA-RD-91-044. The critical role in the region. A jurisdictional results of this federal study are presented in Figure change should not be considered unless new 12. TH 212 is constructed and a new river crossing is made linking new TH 212 and TH 169. Based on current Minnesota Statutes, access may be restricted as follows: Access Management • MnDOT may restrict access to right-in/right-out Theonly, or to a single-access point, but some form City of Chanhassen, through its ordinances, has authority to approve developments contiguous of access must be granted to every parcel (the State cannot force a land-locked situation). To to city streets. As part of this process, the city will restrict access to a greater degree, MnDOT must work with MnDOT and Carver County on managing acquire the right to access through negotiation access to all arterial and important collector routes or eminent domain. MnDOT can also affect within the city. access through its comments to local Access guidelines are important because they define governmental units on plats and through its a starting point for balancing property access, safety driveway access permitting process. and mobility concerns. Transportation agencies • Cities and counties may control access through regularly receive requests for additional access (e.g., new public streets, commercial driveways, residential zoning and land subdivision regulations as well and field accesses) and these requests are evaluated as other review procedures and processes. Any by numerous agencies and committees. Because of number of means may be used to control access, the number of individuals and agencies involved, it is including access points per land parcel and easy to have inconsistent application of access distance between access points. In fact, direct controls. This can result in confusion between access may be prohibited altogether if an agencies, developers, and property owners, as well alternative, indirect access is available. as long-term safety and mobility problems. Standard access guidelines can be used to improve Since stronger access controls are available at the communication, enhance safety, and maintain the County and city level and these units of government are usually involved at the planning stages, access guidelines and corridor management practices 28 COMPREHENSIVE PLAN UPDATE 1998 should be focused at this level. However,the potential Restrict turning movements to reduce conflicts. long-term benefits of access management requires If access points cannot be eliminated, consider turning support and good communication at all governmental movement restrictions (e.g., left-in only, or right-in/ levels. right-out only) through channelization, such as installation of raised median, or signing. Eliminating Access guidelines have been developed for public a single turning movement can significantly reduce streets and private accesses (Table 6 and Table 7). vehicle conflicts and potential accidents. The implementation of the guidelines can be achieved through a number of different methods, e.g., land use Develop parallel street systems for carrying local regulations, subdivision regulations, access permit traffic. Make sure that important arterial routes have processes, and access/transportation advisory a good parallel street system to provide the local committees. These processes should be developed access function and to carry shorter local trips. so that they can deal with situations that either are outside the guidelines or are hardship cases. In Develop proper setbacks for future frontage roads. existing corridors where significant development has If frontage roads cannot be justified (benefits do not occurred, the number of existing access points is likely outweigh costs). make sure that proper building and to exceed the access guidelines. Unless these areas parking lot setbacks are established so that future are undergoing redevelopment, their access must be frontage roads can be installed with minimal impacts. addressed or approached differently. Develop proper secondary street spacing. When The proposed access control approach is to minimize reviewing plats and new development proposals, be any new accesses while consolidating and/or reducing sure that they provide proper intersection spacing for existing access points as redevelopment occurs. future signals. As a guideline, signalized intersections should be limited to through streets with spacing It is important to consider the following points when between one-quarter mile and two-thirds mile reviewing the guidelines and addressing access depending upon the type of street. Collector streets issues: should provide some continuity and connectivity with other street systems. • The guidelines will not cover every access situation. Encourage proper lot layout to minimize access points. Promote direct residential access points onto • Guidelines should be used as long-term goals, local routes, not arterials or major collectors. Direct not as absolute rules. residential access off arterial or collector routes can result in complaints when traffic levels increase. In • Maintaining some flexibility is important in rural areas, where farms have one access point per promoting access consolidation. 40-acre entitlement and where they cluster lots in one portion of the farmstead, access should be • Approach to implementation is as important as encouraged off local roads, not high-speed, high- the guidelines themselves. volume state or county roads. • Existing physical barriers or constraints need to Encourage connectivity between developments. be considered. Individual developments should align streets to provide access to existing developments or reserve The following access controls/policies offer some right-of-way to provide for future connections to alternatives for minimizing access and access adjacent developments. This promotes neighborhood problems: connectivity, good emergency services, and more efficient travel for mail, garbage and bus services as Encourage shared driveways and internal well as street maintenance activities. circulation plans. If indirect access cannot be achieved during plat reviews, promote internal site Consider official map process for important circulation using shared access points. corridors. Important arterial corridors or future interchange areas that are located in development- 29 COMPREHENSIVE PLAN UPDATE 1998 prone areas can be protected through an official distribution or tax clearance fund, and tax income mapping process. Local agencies should revise received into the fund is transferred to various zoning ordinances and subdivision regulations to transportation related funds for expenditure. The provide for dedication of officially mapped corridors fund receives revenue from two principal at the time of platting. sources: 1) gasoline taxes. and 2) vehicle registration taxes. These two sources are Establish Improvement Programs permanently dedicated to this fund. Ninety-five percent of the net proceeds of the Highway User An overall strategy of improvement, tempered by Tax Distribution Fund are distributed annually fiscal constraints, begins with an analysis of key according to a constitutionally mandated formula: intersection capacity improvement projects, safety 62 percent to the Trunk Highway Fund. 29 percent improvements and the protection of access by to the County State-Aid Highway Fund, and 9 establishing strict standards and by designating percent to the Municipal State-Aid Street Fund. necessary right-of-way. Identifying future needs for facility rights-of-way followed by timely "set-aside" Assessments programs will, in the long run, save the community much in the way of financial resources. Roadway Property that benefits from a roadway scheduled improvements should also be geared toward for improvement may be assessed for a portion of providing for transit needs, particularly in the area the cost of construction. In order to assess a of meeting turning radii, traffic signals and property owner, it must be demonstrated that the adequate roadway structure. It should be pointed value of their property will increase by at least the out that non-motorized travel needs also must be amount of the assessment. For this reason, it is a carefully considered. Chanhassen will continue its limited source of revenue. It is also limited by the policy of designating sufficient right-of-way to almost certain requirement that property be provide for sidewalk and/or bikeway needs. adjacent to the roadway. It is difficult to show direct benefit to property that is not contiguous. SOURCES OF FUNDING Nevertheless, this is an important source of revenue for the City. Roadways under city jurisdiction are maintained, preserved, constructed and re-constructed by the Ad Valorem Taxes City's Department of Public Works and Engineering. Funding for these activities, including If 20 percent of the cost of a city project can be the administrative costs of operating the assessed to the adjacent property owners, the department, are obtained from a variety of sources remaining cost of the project can be added to the including ad valorem taxes, special assessments, ad valorem or property taxes of the remaining development fees and tax increment financing. A property owners in the City. Ad valorem taxes for major concern of the City is the availability of street improvements are excluded from the state sufficient funds for maintenance and construction mandated levy limits. activities. If funds are unavailable, needed projects may be delayed or terminated and maintenance of Tax Increment Financing existing facilities may fall short of acceptable standards. The following discussion explains the Establishing a tax increment financing (TIF) district existing sources of funding and potential new is a method of funding infrastructure improvements sources of revenue. that are needed immediately using the additional tax revenue to be generated in future years by a State Aid specific development. Municipal bonds are issued against this future revenue which is dedicated for a An extremely important source of revenue to the period of years to the repayment of the bonds or to City is state-aid. A network of city streets called other improvements within the TIF project area. Municipal State-Aid Streets (M.S.A.S.) is eligible for When used appropriately, a TIF can accelerate funding assistance with revenue from the Highway economic development in an area by insuring that User Tax Distribution Fund. This fund acts as a the needed infrastructure is in place without 30 COMPREHENSIVE PLAN UPDATE 1998 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 future. 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 including TEA-21 grants. STP and state bonding. 31 COMPREHENSIVE PLAN UPDATE 1998 APPENDICES 32 APPENDIX A FUNCTIONAL CLASSIFICATION CRITERIA FUNCTIONAL CLASSIFICATION Part of the process of developing a thoroughfare plan is determining the function of the components of the system. Functional classification involves determining what role each roadway should perform. Functional classification ensures that non-transportation factors, such as land use and development, are taken into account in the planning and design of streets and highways. The Metropolitan Council has defined four classes of roadways: 1. Principal arterials • Interstate freeways • Other principal arterials 2. Minor arterials • "A"minor arterials Augmenter Connector Expander Reliever • "B" minor arterials 3. Collector streets 4. Local streets Principal arterials include all interstate freeways and those other roadways which provide for the longest trips. The emphasis is on mobility rather than land access. In a developing area, spacing will vary from three to four miles. The Metropolitan Council defines the metropolitan highway system as made up of the principal arterials in the region. The minor arterial system serves medium to short trips and provides access to the principal arterials. They interconnect concentrations of commercial or industrial land uses and connect cities and towns of the region to each other and to similar places outside the region. The emphasis is still on mobility rather than land access. In fully developed areas, spacing ranges from 1/2 mile to one mile. In developing areas, one to two mile spacing is adequate. A-1 The Metropolitan Council has defined a subsystem of regional minor arterials designated "A" minor arterials. These are the more important minor arterials from a regional perspective. The region is committed to direct federal funding to the "A" minor arterials. Minor arterials that are not designated "A" minor arterials are considered "B" minor arterials and typically are locally controlled. Collector streets provide connection between neighborhoods and from neighborhoods to minor business concentrations. Mobility and land access are equally important. Collectors serve short trips and are spaced 1/2 to 1 mile apart in developing areas. Local streets are those that remain, serving the shortest trips and providing access to adjacent property. They are spaced as necessary. The Metropolitan Council's functional classification system designation has been adopted for use in the City's roadway system. PLANNING PRINCIPLES The assignment of roadways into categories by function is based upon the following sets of principles: Principal Arterials Principal and intermediate arterials are generally under the jurisdiction of state and regional agencies. Improvements such as interchange and lane additions require the approval of the Federal Highway Administration (FHWA), the Minnesota Department of Transportation (Mn/DOT), and the Metropolitan Council. Minor Arterial Streets 1. Arterial streets are major determinants of land-use patterns. That is to say, the locations of arterials will influence, to a great extent, what the land-use patterns will look like. 2. The spacing of arterials should reflect the density of development in the area. The spacing will vary from one-half mile between arterials to as much as two miles in very sparsely-populated areas. 3. Whenever possible, arterials should be laid out in a grid pattern. At the same time, however, the arterial pattern should be sensitive to prevailing environmental concerns and constraints to create parcels of land that are easily platted, and to create intersections where adjacent legs are at right angles to each other. A-2 4. Arterials should provide continuity, because the primary function of an arterial is to provide for the through movement of traffic. 5. Each link in the arterial system should be designed to perform its specific function within the total transportation system. In other words, the design should match the anticipated load. 6. Arterials should respect the integrity and stability of neighborhoods. 7. Arterials should be fully integrated with existing and planned mass transit systems. 8. Roadway widths are a function of traffic demand not classifications. A roadway is not built to four lanes because it is an arterial, but it is built to that width to accommodate the volume of traffic it is expected to carry (see Table A-1). The length of trips that are served is more a determining factor for roadway classification. Class I Collector Streets 1. In general, class I collector streets should only provide access to abutting properties that are class I traffic generators (shopping centers, office parks, etc.). 2. Access to other abutting properties should be provided from local streets and class II collectors. 3. Class I collectors should serve trip lengths of three to five miles. 4. The intersections of class I collectors with arterials will likely be signalized. Class I collectors should not intersect minor arterials at less than one quarter mile spacing. Intersections of class I collectors with principal or intermediate arterials should generally be no less than at one half mile intervals. 5. The design of class I collectors should reflect the function of providing more mobility and less land access. 6. The design of class I collectors should provide for medium range speeds (40 mph) to attract traffic from local streets. 7. Intersections of class II collectors and local streets with class I collectors should be configured as "T" intersections to reduce the need for signals or all way stops. 8. The intersection of two class I collectors may be controlled by traffic signals or all way stops. A-3 Class II Collector Streets The following are principles for laying out subdivision streets, including class II collectors. In this case, the primary function of such streets will be to provide access. A secondary function may include through movement of intra-community travel. 1. Class II collectors must provide adequate access to abutting parcels. 2. Class II collectors should be designed to minimize through traffic. The layout of class II collectors should not promote diversion of traffic from arterials and class I collectors. 3. The intersections of class II collectors with arterials should not detract from the efficiency of those arterials. In order to prevent inefficiencies, it is recommended that the spacing between collectors be at least one-quarter mile and in multiples of one quarter mile. This will permit a minimum 30 mph operation on the arterial should signalization be required. 4. The design of class II collectors should reflect the function of providing access. 5. The design of class II collectors should discourage excessive speeds. 6. Class II collectors should permit the efficient use of land for laying out plats. 7. Class II collectors should be laid out in order to be compatible with the topography and environmental constraints of the area. 8. The design of the class II collector system should be compatible with the municipal utility plans for the area. 9. Class II collector streets should not be used for on-site circulation purposes. A-4 TABLE A-1 FUNCTIONAL CLASSIFICATION SYSTEM CRITERIA FOR ROADWAYS Hourly Cross-Section Lane Capacity Two—Way ADT Two-lane Rural 900/lane ADT= 14,000— 15,000 Two-lane Urban 550/lane ADT= 8,000—9,000 Three-lane Urban 1,000/lane ADT = 14,000 — 17,000 Four-lane Undivided 600/lane ADT = 18,000—20,000 Four-lane Divided 1,100/lane ADT = 38,000—41,000 Six-lane Divided 1,100/lane ADT = 56,000 — 61,000 Four-lane Freeway 1,800/lane ADT = 62,000—67,000 Six-lane Freeway 1,800/lane ADT = 92,000— 100,000 Six-lane Metered Freeway 2,200/lane ADT= 113,000— 122,000 METROPOLITAN COUNCIL GUIDELINES The Metropolitan Council has issued its own guidelines in the determination of functional classification. These are published in Appendix F of the Metropolitan Council Transportation Development Guide/Policy Plan and are reproduced in Figure A-1 through Figure A-6. A-5 T IA (II GI CI c .. •�' U CJ p " L1.1 Il 1 N 7 u C c ? 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Ce0 Z c O co O O .h 0 LL E"' 0 n / Q G moi v : c1 y co ...il '= i C! > 0° 0 E E Q , OL 0 F ;3 y_, r� i � • F cos C L. a C.h L O OI U r o d �° ( c c L U a U ' , E c 4.,, = F m v ea id 'CI o Q Z co h co L .`• L no L C L ..r Z C +'I G e ea R r V h CIL R U U L- v) a a -1 .c > a CC E: J APPENDIX B TRAVEL FORECASTING PROCESS FORECASTING PROCESS Figure B-1 illustrates the analysis process used to identify deficiencies in the adopted Thoroughfare Guide Plan given the level of development anticipated by 2020. The major steps in the process are described below: 1. Trip Generation Analysis For ease of analysis, a window containing the City of Chanhassen and surrounding areas was cut from the regional network. The regional traffic analysis zones (TAZs) were refined by dividing them into smaller zones as shown in Figure B-2. Trips generated by each TAZ are a function both of the type and density of land use in each zone and of the trip generation rates for each type of land use. The regional trip generation model was used to calculate the trips originating in and destined to each refined zone by trip purpose. 2. Trip Distribution Analysis Once the trips were calculated for each year, the appropriate vehicle trip tables were developed. This process assumes the overall distribution of trips between each pair of zones from the regional model but adjusts the number of trips originating from and destined to each zone based upon the trip generation results. 3. Trip Assignment Analysis In this step, the zone to zone vehicle trips were assigned to the existing and future transportation networks using a capacity restrained loading process. The resulting traffic volumes on the roadway system are then compared to the capacity of the roadway network to assess the impacts. The traffic model used to develop the traffic forecasts is a microcomputer program called TRANPLAN. The capacity restrained loading process results in multiple paths being used for trips between each zonal pair. The assignment process adjusts travel speeds on each link in the network based upon the volume to capacity ratio. The result is an assignment which minimizes the overall travel time for the entire set of trips and paths in the network. B-1 Fwd R E TRAP CE ELCPMEN GENERATION ASSUMFT1CNS MCCEL r TRIP CENERATiCN ANALYSIS . . . . . | . . . • V R!P ceTRELiCN ANALYSIS 171; * :STING TRAF:O GENERATE: EX ST NG TRA3EC EYe2C52NG F\2'AY C CANTS CE ELC MENT SYSTEM | >�� C�LEFATEO B E:STNG Nzi/SRK q P'-ANNED RCA:'AY 'V { SYSTEM NEwCRK TRJFFiC GENERATED ! EYFUTURE : > D EVEECPMEN \ r SCENAR:CS { T F: C—N ENT A ALYSS 'V |EENTFC,2CN CF DEFICIENCIES CI: T:ERCAEwAY ) SYSTEM s , f2a /0 City of CITY OF CHANHASSEN TRANSPORTATION PLAN FIGURE Chanhassen Travel Forecasting ProcessB-1 --------------1111F1 -. - - - - �7..), - - "'• [ter a. 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N CO N r C)CO N CO 0 r U) ^ C CO r -- .- N CO N N ^ ^ ^ .-- a_a 0 a C aO r O C)CD ... v. .*CO CO N U)0 CO CO C CO 0 .- CO N C 0 0 r C) CO U) U)CO C C co m D) N ^ O o__ co aO r O - C ^C)co co co U) a) ^CO N .- N C)O) CO O)CO CO CO U)CO^ r N 0 CO N ^ C O- C CO N ^ C m ^C) co a) co N CO N ^ U)CD CD C M r U) .- C) ^ N ^ a 0 a co r m O) O — N C) C U) co co ^) C CC CC CC CC CC CC ^ J <CD 0 0 W < 0 0 <0 0 <CO0 < CO <ml I t<m U <CO 0 < 00 0 < CO 0 N CD CD CD CO CO r r r a)CO CO C:) O)Co 0 0 ^ ^ N N N C C C U)N 0 CD CD r < M M CO CO CO CO CO CO M M M C) C)C) C C C C C C C C C C C C C C C ZF ^ ^ ^ ^ ^ ^ -- ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ .- ^ ^ ^ W 0 U) 0 Q R I Zca < co I U $) LL O era } g H 0 d) The principal component of the traffic model is a network that represents the street and highway system in the city. A trip table is used to define the origin and destination of each trip based on regional as well as local travel. Generally speaking, the number of trips that begin or end at a particular location depends upon the number of households and employees that are located in the surrounding area or zone. The base network and trip table used in this study represent the year 2020 and were obtained from the Metropolitan Council and Mn/DOT who have the responsibility for maintaining this information for the entire region. In order to make this information more meaningful to Chanhassen, the following refinements were made: • The regional network was modified to include all of the arterials and many collector streets in Chanhassen. • The system of zones was refined to create a more detailed system in the City. This increased the number of zones, as defined in the regional network, to create more realistic loading of traffic onto the detailed network. • - The 1995 trips were assigned to the existing network to calibrate to the existing traffic counts. Then the future network was developed from the calibrated network and the 2020 trips were assigned. The result is an estimate of volumes forecast for the future network in 2020. • The trip table was modified to distribute the trips from the original zones to the refined zones. The Metropolitan Council socioeconomic data was used for each regional zone but the trips were distributed to the refined zones based upon local socioeconomic data. FUTURE TRAFFIC VOLUMES By running the TRANPLAN program with the updated trip table and revised network, an estimate of the future traffic flow on individual roadways was made. B-4 w N O (.) t--I O 0 w Cr) `O O> d' LC) N N w C Co W O 0 =N a' Z E, 0 Zz Ni.. -� O c W O a O N. r- cH2 Q- a3 � w < x > z r- O4e 4t P-4 U c 3 x w Q a o w g W `— y Cn V c. 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V V LL Z Z Z y O O -V E. @ y V) > CO C) 0 W C) 0 E GU„ N f9 -c 0 >, 41.2 a ....c. T c O 'O C C) C) C ..-0 y C) d 0 C) CO Q ,J `N -N N -j C N co U) Ca Cl) cai v m E E c _ a, Ery O n `) E = c m c dN y h y .�7 O t� Q) - N E N -dc N m N .. V) ? N C) O. H y 0 O C) N U = C/ N > y 2 .0 7.; .c O >. U N 7 0 O -C a) U Ci- J a o' c m a (� o E o 3 Y J > A 0 0 - o - a > > C O L y CO v) 7 !6 CCC O 7 co Cn W d � o -` d -` J � •a � 12 COCE E. m a ` Q m J Q >. -I o m o o o 0 m _ . +2 7 0 o "-) C s Ca ~ - 4 - Y d E u E - ' = 0 O _, > O C _ C) Q CO Q) u c u C - 3 = 3 u WCOI 0 > C 0 C ❑_ Co n/ MCI O O J Z O O O O O O C J Z U > U > a A C WI L - O 0 Q L U E LL LL 8 ,— < z < = , U d Q 1�— �.. Q CC V ❑ W Zy 01 n 0 ,n ,o r m CFI k C., _ k 70. = ... - = _ = � ^ 0 0 o E = a {� = k %= k E -2 q ® a $ S / I k 2 0_ \ § CL § § z 2 Ca « K k z z S 52 F 7 2 2 7 § - 0 o 0 2 2 % � k o 0 k o o k k o _ © ° - a q q I S S I I G a@ z z zz w a LU § 2 7 7 7 ) Ci ) / j \ 0_ / } } } / z 0 0 5 2 « - I- § z z z z z - w IX m £ } U.1 7 _ 7 2 2 ] 2 7 ) ) 2 v co § © © - k - \ k \ / \ / ƒ E g S § m S S m a § § ! ! ! I CL111 b o } 2 § 7 \ « I- I- | Z w o < § w o cc k k / 7 = = = k L 2 CC z co \ _ •_ 0 _ / 0 7 \ \ \ / k ) < - S S g 2 § I § 2 ƒ I a I O a gl 2tli o a o s a o s o 2 / g 0 Z Z Z z Z Z Z / < — a O 7 7 7 2 2 2 ] - 0 < < b = _ = = = = 7 a © { f k \ \ 7 Ili z q \ / ? S § g S 8 ƒ @ § I / z w 0 z z z z z z z LU p_ ■ CI o s >, - 2 >, - / � \ >. , CC) = CC \ � � � k � / k 0 \ ) \ 0 k \ o - CD \ E \ \ ( - D 0 2 - e < Fi 2 m o _ 2 0 12 Q o M o rn 2 ) u $ � 2 . % § K k0 ) $ � a) § k E % % � o 2 ILI ) cu % k co e 1:073 ° = a U) Q 2 I § I § 12 § ƒ ƒ § 2 § IK2 - °-E 0 a o ® c_, ° \ - k 0 2 < q = w k § ) ) s 7 7 -1 _ -I _ CC -0 ■ r- < w § \ k LLI k § \ I- = - - - « - « - 3 LU m / k w / 03 2 § § eA ! E ? § § d § ) 1998 Planning Commission Goals 1. Comprehensive Plan Update Ongoing following schedule. Town meeting scheduled on April 22, 1998 at the Chanhassen Recreation Center. Public hearings are still planned for May. 2. Old Town Plan Study underway. Draft to be done in March, hearing and adoption in April. 3. Joint CC/PC meeting Goals and affordable housing to be scheduled for CC work session. 4. PUD Ordinance Revision Staff has prepared an issue paper, draft ordinance may be combined with Bluff Creek Ordinance. (This ordinance will follow the adoption of the Bluff Creek Ordinance). 5. Update of Zoning Ordinance Complete zoning changes consistent with the new comprehensive plan, summer and fall of 1998.