08-19-98 Agenda and Packet FII.E
AGENDA
CHANHASSEN PLANNING COMMISSION
WEDNESDAY, AUGUST 19, 1998 at 7:00 P.M.
CHANHASSEN CITY HALL, 690 CITY CENTER DRIVE
CALL TO ORDER
PUBLIC HEARINGS
1. Amendment to the entire 2020 Chanhassen Comprehensive Plan, including land use,
housing, transportation,park and recreation,natural resources, sewer and water.
NEW BUSINESS
OLD BUSINESS
APPROVAL OF MINUTES
ONGOING ITEMS
OPEN DISCUSSION
ADJOURNMENT
NOTE: Planning Commission meetings are scheduled to end by 10:30 p.m. as outlined in official by-
laws. We will make every attempt to complete the hearing for each item on the agenda. If, however,this
does not appear to be possible, the Chair person will notify those present and offer rescheduling options.
Items thus pulled from consideration will be listed first on the agenda at the next Commission meeting.
101
CITY OF
CHANHASSEN MEMORANDUM
690City Center Drire,PO Box 14- TO: Planning Commission
Chanhassen,,llinnesota 553/-
Phone 612.93-.1900 FROM: Kate Aanenson, AICP, Planning Director
General Fax 612.93-.5-39
Fu`ineenngFax 612.93.-915' DATE: August 11, 1998
Prblir Safer)Fax 612.93-1' _'-a
SUBJ: Comprehensive Plan Ongoing Issues
Background
As directed by the Planning Commission at their public hearing on June 17, 1997,
the Planning Commission and the City Council meet on two occasions (June 29
and August 3) to discuss the following issues of the comprehensive plan: vision
statement, transportation school district needs, amphitheater and the fiscal
impacts of the proposed land uses.
Analysis
Following are the proposed changes to the comprehensive plan.
Vision Statement
The Planning Commission recommended that the comp plan address more
specifically the vision of the Highway 5 Corridor Study, Bluff Creek Watershed
Natural Resources Management Plan and The Storm Water Management Plan.
The staff is proposing the following be added to the introduction section of the
land use section(page 1).
Highway 5 Corridor Study
"The city of Chanhassen has determined that the Highway 5 corridor and the
development within it will be major factors influencing the visual and
environmental quality of the whole community. At full development, the corridor
will contain Chanhassen's central business district, other retail nodes, regionally
significant employment concentrations,public institutions, recreational facilities,
and significant residential development. Due to the intensity of these land uses,
the Highway 5 corridor represents the heart of Chanhassen, as well as its
dominating image to those passing through the community.
The City of Chanhassen.. A :l'i .. . .. l' h: in! ili a'il,thi ii:�!i l 7 t� ... p.m!
Draft Comp Plan Changes
August 11, 1998
Page 2
Recognizing the importance of this corridor, the city undertook a number of studies designed to
culminate in a Highway 5 Corridor Plan. The plan is intended to promote orderly and attractive
development of land within the corridor in a manner consistent with established goals and
policies. Development in the corridor is expected to be designed with greater sensitivity to the
environment and higher quality than might have occurred in the absence of the specific
guidelines created through this planning effort.
The purpose of the plan is to protect creek corridors, wetlands and significant stands of mature
trees,promote high-quality architectural and site designs, create a unified, harmonious, and high-
quality visual environment and foster a positive community image for the city of Chanhassen."
Bluff Creek Watershed Natural Resources Management Plan
"The city of Chanhassen is at the edge between the Great Prairie region and the Big Woods
Region. The city has both rural and urban characteristics. The Bluff Creek Watershed offers the
opportunity to exercise the highest qualities of civic responsibility and environmental
stewardship. As a natural resource, this waterway presents rare aesthetic and recreational
possibilities. As a wild sanctuary, the valley cut by Bluff Creek provided a vital wildlife habitat
and refuge from surrounding urbanization. As a part of a regional ecosystem is exists as an
essential line to recreational parkways and wildlife preserves.
The goals of the Watershed Management Plan are to: protect, restore and enhance the natural
resource, create a continuous green way along the creek from the Minnesota River to Lake
Minnewashta, manage upstream development for ecological protection through development
options such as mixed or cluster development easements or alternative zoning and education and
awareness of the watershed."
Storm Water Management Plan
"The SWMP incorporates three surface water elements: storm water quality and quantity,
wetlands and lakes. The plan puts special emphasis on preserving and enhancing DNR protected
wetlands,plans for future development and growth to reduce the greatest extent the public capital
expenditures necessary to control excessive volumes. The plan also recommends rates of runoff
to minimize flooding, erosion and sedimentation from surface flow. The goals of the plan are
improve quality in all protected water bodies and lakes to preserve and enhance wetlands and to
protect and enhance fish and wildlife habitat to promote groundwater recharge,preserve and
improve water recreational facilities."
Draft Comp Plan Changes
August 11, 1998
Page 3
Fiscal Impacts
The city manager has prepared a fiscal impact to show that new homes help subsidize the
existing growth. I have attached the manager's report to show the rationale. As stated
previously, the city could provide more commercial or industrial land uses but staff believes that
the proposed land use recommendations are a continuation of the Hwy. 5 and Bluff Creek Plans.
Citizen input was incorporated into these plans and the recommendation has been well received
by the public. The city council has been studying this issue and will ultimately decide its
outcome.
I believe it would be premature to guide any additional land use at this time. It is always
important to review the plan goals and policies every 5 years and staff has made that a goal of the
plan.
School District 112
Staff has reviewed the request made by District 112 for two elementary school sites and a
secondary school site. The acreage required for an elementary site is 40 acres and 80 acres for a
secondary school site.
Staff is proposing the following sites for school locations—on the Eckankar site, on the northeast
corner of Hwys. 5 and 41; and south of Lyman just east of Bluff Creek; and west of proposed
T.H. 212. (see attached map). Any of these sites may provide an opportunity to co-locate another
public facility such as the library.
Notices were sent to the affected property owners regarding the proposed changes in land use.
They were notified of the planning commission meeting as well as the fact that the plan must be
adopted by the city council.
Staff is recommending the following changes to the land use section of the comprehensive plan:
Office/Institutional (page 9) "District 112 is seeking three additional school sites. The following
sites have been identified as potential school sites 1) the Eckankar site, 2) the northwest corner
of Hwys. 5 and 41, and 3) south of Lyman east of Bluff Creek. The city is not proposing to
acquire subject property at this time. The underlying land use is still in place."
Amphitheater
The amphitheater is addressed in the parks and open space element of the comprehensive plan.
This discussion will be expanded to include the following possible location northwest corner of
Hwys. 5 and 41. The amphitheater is another opportunity to partner with some other park and
Draft Comp Plan Changes
August 11, 1998
Page 4
recreation goals such as theater programming and an Arts Council. Minnewashta Regional Park
already has identified an amphitheater as an element of their long range plan.
Because both of the subject sites are guided as parks and open space, an amphitheater is a
permitted use in this land use. Therefore, the property owners need not be notified of the change.
Staff is proposing the Parks and open space section of the comprehensive plan under Regional
Open Space Arboretum (page 2), "The city may support the use of an outdoor amphitheater on
the Arboretum property located north of Highway 5 and west of Highway 41."
Community Facilities
Based on the discussion regarding cooperation with other jurisdictions including school districts,
library, recreation facilitates,public works expansion, staff is recommending an new policy be
added to the land use section (page 12), "The city will seek to work with other jurisdictions to
combine resources including city, county, Southwest Metro Transit,and the school districts: to
coordinate and collaborate on mutual interpret such as a library, public work/collective waste,
arts council, transit site, school, recreation, etc."
Transportation
As part of the original review of the transportation element, the Planning Commission stated that
the element was hard to read and follow. Based on these comments, staff has edited the element
to attempt to make it easier to read and less redundant in the presentation of facts, ideas, and
issues. In addition, the original copy of the transportation element did not have the latest
revisions worked out between the city and its consultant. We will note below the significant
additions to the text. Unfortunately, due to the extensive nature of the editing, a clean copy of
the changes will not be available for review prior to the hearing.
Highway 5
Two issues were raised regarding Highway 5: the need to define the Highway 5 problem more
clearly, and whether Highway 5 should be classified as a principal arterial. Staff believes that the
first issue will be addressed through proposed editing changes and the use of highlighting to
bring out the problems of Highway 5: limited capacity, system deficiencies, and diversion of
traffic to local roadways.
The idea of classifying Highway 5 as a principal arterial is problematic. While TH 5 provides
many similar functions to TH 7 and TH 212 which are principal arterials, its designation as a
principal arterial by the city would be futile and maybe even counter-productive. The close
proximity of designated principal arterials, TH 7 and TH 212, do not meet the spacing guidelines
(3 - 6 miles) established by the Metropolitan Council and the Minnesota Department of
Draft Comp Plan Changes
August 11, 1998
Page 5
Transportation (MNDOT). Nor does TH 5 provide continuity to the west that is required of
principal arterials. Should the city make this change, we would still need the Met Council and
MNDOT to change their classifications. Rather than fight over changing the designation, the city
should concentrate efforts on making TH 5 four lane to TH 41 and having future TH 212
constructed which will provide relief to TH 5. Constraints on additional right-of-way acquisition
in the TH 5 corridor seriously impede efforts to have TH 5 six lanes which is what will be needed
if TH 5 becomes a principal arterial and TH 212 is not constructed. TH 5 as a six lane arterial
would irrevocably divide the community and reduce any sense of community the city hopes to
establish.
Classifications
The revised transportation plan makes the following changes to the roadway classifications:
• A Minor Arterial: added Lyman Boulevard (TH 41 to CSAH 101)
• Created Class I (Major) and Class II (Minor) Collectors.
• Class I Collector: added new east-west road from Powers Boulevard to CSAH 101 south of
Lyman Boulevard and Lyman Boulevard from CSAH 101 to Eden Prairie.
• Class II Collectors: Pleasant View Road and added Longacres Drive and Park Drive.
Deficiencies
• Intersections/Access added: TH 5/Minnewashta Parkway (deleted Red Cedar Cove), TH
5/Audubon Road, TH 5/Park Drive, TH 41/West 82nd Street, and Audubon Road/Lyman
Boulevard.
• Capacity added: TH 212 and West 78`h Street.
• Jurisdictional Continuity added: Pioneer Trail and TH 41.
Roadway Improvements
The list of necessary roadway improvements if the new TH 212 is not constructed was expanded
to include four laning of existing TH 212; CSAH 101, north of TH 5; TH 5 west of TH 41; and
TH 7 between CSAH l0 and TH 41.
Draft Comp Plan Changes
August 11, 1998
Page 6
The list of roadway improvements necessary with TH 212 was expanded to include four laning
CSAH 101 north of TH 5; CSAH 17 from TH 5 to TH 7; and TH 7 between CSAH 10 and TH
41.
Access and Corridor Protection
An entire section was added regarding the protection of existing and proposed corridors and
roadway capacity.
Capital Investment Element
The capital investments were amended to add the following public improvements:
Water: $2,000,000 was deleted from the Lyman Boulevard Tower in 2010. This was a
duplicate that should have been eliminated.
Stormwater: Powers Boulevard (W. 78th -northern city limits) add$1,200,000 in 2003; E-W
collector(Powers - CSAH 101)add$300,000 in 2009.
Roads: Powers Boulevard(W. 78`h - northern city limits) add $3,000,000 in 2003; E-W collector
(Powers- CSAH 101)add $900,000 in 2009.
RECOMMENDATION
Staff recommends that the planning commission adopt the comprehensive plan with the
following changes:
1. Change in the Parks and open space section of the comprehensive plan under Regional
Open Space Arboretum (page 2),"The city may support the use of an outdoor
amphitheater on the Arboretum property located north of Highway 5 and west of
Highway 41."
2. Amend the Land Use, Office Institutional page(9),"District 112 is seeking three
additional school sites. The following sites have been identified as potential school sites
1)the Eckankar site, 2) northwest corner of Hwys. 5 and 41, and 3) south of Lyman and
east of Bluff Creek. The city is not proposing to acquire the subject property at this time.
The underlying land use is still in place."
Draft Comp Plan Changes
August 11, 1998
Page 7
3. Amend the Land Use Introduction on(page 1), the proposed vision statement of the
Highway 5 Corridor Study, Storm Water Management Plan and the Bluff Creek
Watershed Management Plan.
4. Amend the Transportation element to reflect the changes as proposed by staff in this
report.
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•
may`
CITY OF MEMORANDUM
CHANHASSEN TO: Mayor and City Council
690 City Center Drive,PO Box 147 FROM: Don Ashworth, City Manager
C inba se;l,Minnesota 55317
Phone 612.93 .1900 DATE: July 7, 1998
Ge;lel i Fax 612.93-5%39
£n z;ieerin;Fax 612.9379152 SUBJ: Fiscal Impacts of New Development
P:bili crFrrF,lx612.93-1.2524
11•;1) This memorandum has four components: 1) Overview; 2) Existing tax
calculations; 3) Fiscal impacts of new development; and 4) Recommendation.
1) OVERVIEW
I have seen fiscal impact studies,but the computer generated results are only as
good as the numbers entered by the consultant/engineer and her/his assumptions.
For example, let's say sewer and water through a major area of the city costs
Si OM. Your attorney says he cannot defend special assessments to that level as
the 30-inch pipes are larger than any one subdivision needs. A typical study
would then label the 30%-40%oversizing costs as"general obligation" and,
therefore,be bad for an existing resident. This could be true,but it could also be
false. Is the bird in my hand dead or alive?
The Upper Bluff Creek sewer and water project is exactly the hypothetical
described above, i.e. total cost, size of pipes, sustainable assessments, etc. Was I,
as a taxpayer, burdened with this $3-4M deficit? No! Connection charges were
set to pay system charges on a community wide basis. Will the$3-4M be paid?
Yes! Was the water tower on Murray Hill repainted(major expense removing old
lead base paint) via the same fees? Yes! Would I have had to pay for this had
new development not occurred? Yes! [Note: Murray Hill was developed long
before"connection charges"were established,and, therefore,they had no monies
to pay this cost if new development had not occurred.]
All of the points made above are true in regards to other improvements; i.e.
streets,parks, etc. For example,our attorneys/appraisers advised the city that we
could not sustain assessments of more than 40%of the anticipated costs of
building Kerber Boulevard. We built the road and assessed 40%of its costs to the
abutting properties. Did"general obligation"pick up the remaining 60%? No!
The Citi'of Chdnlhisse,.A v-ou'iil'to;ill;Ptnlf'with,It'!%!i as,ona11C,s boob•a cI',mI,inedowntown.thririno businesses.and ht'allti;l,l A.l'1 . „(•,:%a rllrr l"Iire n'n+'1' ,7%7/I 0I1
Mayor and City Council
July 7, 1998
Page 2
As the project was partially within a TIF district,that district paid 40%of the total project costs. We
additionally applied for and received state aid designation and the state paid 70%of the total project cost.
Was collecting 50%more than a project cost the city legal? Yes. Is this scenario typical? No,but it was
true of at least four projects that I am aware of and the 1997 audit report shows a healthy balance in the
fund labeled "municipal state aid" even after it funded many years of"water quality projects"and
suffered major damages during the "investment debacle." [Note: You need a few good projects to help
those that stumble.] Another example could be the Steiner Development(41 & 5),CSM(Dell & 5), or
Villages on the Pond(Market& 5). In each of these projects,we did or will assess±90%of the project
costs to the developer. The remaining 10% will come from tax increment. Could we have charged 100%
of the costs to tax increment and simultaneously assessed 90%? Yes. Would this be legal? Yes. Would
we have paid the entire cost of the park referendum by doing such? Yes. City councils need to make
decisions each day as to what is fair and right. I think the decisions we have made are fair and justified,
but my point is there are a number of ways to ensure that new development does not occur at the expense
of existing homeowners.
The above overview was presented to reflect my dismay with a fiscal analysis that concentrates primarily
on capital costs of new development. The comprehensive planning process should not be driven by fiscal
considerations—those are within your hand to live or die. Our overriding principle should solely be—
What do we want this community to be?
Before presenting my"Fiscal Impacts of New Development,"a review of existing property values and
tax calculations is in order. Following the statistics are various"Hypotheticals"which can be fallacies to
any"Fiscal Impact Analysis or Formula," including my own.
2) EXISTING TAX CALCULATIONS (All Operating and Debt Expenditures)
Average
Residential No. of Value Average Tax Total Tax
Value Homes (1,000's) Capacity Capacity
0 - S150,000 2,500 130 1,600 3.8M
150,000-250,000 2,000 200 3,000 5.7M
250,000+ 900 300 5,300 4.5M
5,400 14.0M
Other Tax Class
Residential-Other 1.0M
Rural (Ag) .2M
C & I (Hennepin) 1.3M
C & I (Carver) .5M
17.0M
1998 City Tax Levy - 4.67M
City Tax Rate (4.67 - 17.0) = 27.404%
Total Tax Rate (city, county, school, misc.) = 150%. Accordingly the city's 27.4% =
18% of your tax bill)
Cost per household(4.67 _ 5400) = S865
Cost per household factoring out services to "Other tax class" = $710
Mayor and City Council
July 7, 1998
Page 3
The City Council asked that tax increment revenues be included in this report. These revenues
are as follows:
District Tax Increment
Collections
TIF District#24,Arbor Business Park 5,116
TIF District#25, Downtown 5,394,954
TIF District#26, McGlynn 711,702
TIF District#27, National Weather Service 378,272
TIF District#28, Entertainment 86,756
TIF District#29, North Bay 5,470
Hennepin County District #3-1 580,000
Total $6,931,176
Before I present my Fiscal Impact Model, various hypotheticals need to be presented. They are:
Hypothetical Scenario#1
Assume that the growth that has occurred over the past 10-15 years had not occurred,but that our
5,400 total residential units still exist. We now become a Columbia Heights. With 5,400 units
valued at less than$150,000 and a tax levy of$4.7M, our tax rate would be 50%or a whopping
85% increase. However, based on state aid formulas(under which we currently get$0), our
hypothetical town would get$2.5M in state aids which would produce a net tax rate of 25%.
What's the bottom line? The state has massaged state aids, homestead credit, fiscal disparity
contributions/distributions, etc. to virtually guarantee(rich or poor)that any city's tax levy will
be within 10% of our previous 25% level. [Note: Within two years,the formula will probably
kick in to reduce our current levy of 27%(created by the park referendum)back to the average
25% level.]
Hypothetical Scenario#2
Let's assume we all have newer houses and are all paying taxes at the higher rate for new homes
($150,000-$250,000). In that case, our tax rate would reduce to 20% or a 40%decrease.
Another way of making this same point is that a new homeowner is now paying$5,000/year in
property taxes to subsidize my taxes of$3,000/year. Any"formula"developed should recognize
that the 4,090 units (vacant in 1991 MUSA) proposed to be built through a plan amendment will
be burdened with a significantly higher percent of the tax bill than a home built today(then being
20 years old)or mine(then being 50 years old).
Hypothetical Scenario#3
The proposed comprehensive plan maintains approximately the same number of
commercial/industrial properties to residential as currently exists. As commercial/industrial
Mayor and City Council
July 7, 1998
Page 4
property pays approximately 2-3 times more than residential property, a reduction in
commercial/industrial acreage would be reasonably easy to calculate in terms of net tax
difference. I will return to the start of this memorandum in terms of why we attempt to plan, i.e.
to develop a community that is a community. If your definition of a well planned community is a
"no tax community," then bring in three Koch Refineries and we can put this exercise to bed.
3) FISCAL IMPACTS OF NEW DEVELOPMENT
[Note: The first line under the headings 2000, 2010 and 2020 uses constant dollars for our
current cost per household (S710), times the number of additional units to derive a tax rate. That
line treats the 1 100 additional homes in 2000 or 3000 additional homes in 2010 as isolated
communities in which only they existed. The"Blended Rate" line folds their values/taxes back
into the community as a whole, i.e. the tax impact for a new home in 2020 assumes that 1100
additional homes were built between now and the end of 2000 and that 3000 additional homes
were built between 2000 and 2010.]
No. of Add'l Average Average Tax Total Tax Costs of City Tax Capacity Rate
Homes Value Capacity Capacity Services
(51,000's) (5710/home)
Year 2000
1100 S275 S4,700 5.2M .781M 18%
Current Rate 27.4%
Blended Rate 25.3%
-2.1% (-8%)
Year 2010
3000 S300 S5,300 16.0M 2.13M 16.2%
Blended Rate 21.7%
-5.7% (-21%)
13.0%
Year 2020 $325 $5,700 22.8M 2.8M 17.4%
4000 -10.0% (-36%)
Tax Increment - The above analysis considers tax increment as tax neutral. Why? The following
analogy is not totally correct, but the bottom line is. Think of a tax increment district as a typical
subdivision. As the streets are built in that subdivision and normal services extended (plowing,
fire, police, etc.), the city receives the same 18% of the tax dollar from that parcel as we receive
from you or I. Tax increment districts are no different. Instant Web, Rosemount, etc. are paying
18% of their tax dollar towards operating the city. The difference is that the remaining 82% of
CSM or the DataServ's taxes can be used at the discretion of the council, i.e. tax incentives to
businesses, paying oversizing costs (discussed earlier), building a water tower benefiting far
more than that subdivision (TI District), etc. In the above example, the losers of the 82% of the
Mayor and City Council
July 7, 1998
Page 5
tax dollar are Hennepin County and the State of Minnesota (technically the Eden Prairie school
district), [but whatever tax they would have received from CSM will be reduced from their state
aids. Therefore, they do not care if we create a district or not.] If the council has discretion in
setting the amount of tax increment to be used to offset operating costs,why not set it at 36% and
therefore reduce everybody's taxes? The answer is simple. You have just lit the fuse of a major
time bomb; i.e. our largest district has operating expenditures of$718, 918. These expenses
include street lighting, signals, maintenance,police, fire, etc. Assuming the district ceased today,
our normal 18%of the tax dollar from these same parcels would produce $702,000 in tax dollars
or a loss of approximately -$16,918. If the city would have set operating expenditures for this
district at 1.5M, in 2003 we would be faced with firing every other employee associated with this
district, answering 1 out of 2 fire/police calls, etc. The minor difference between operating
revenues and expenditures for this district will be corrected before 2004,but the bottom line is
that this district, and all others, are"tax impact neutral."
4) RECOMMENDATION
We should move ahead with the comprehensive planning process. As parcels come before us
where the use is proposed to be changed to something having a detrimental tax impact, we
should do what we did with the Town and Country Homes property—challenge the applicant to
show where other parcels can make-up for the loss. This planning strategy has worked in the
past and it will work in the future.
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Tax Capacity Rates
•
Classification Current New _.
. _ Pay 1998 Pay 1999 -
Residential homestead I First 575,000 1.0% 1.0%
Over$75,000 1.85 1.7 ;.?,.t°"
Residential non- 4bb First$75,000 1.9 1.25 ' '!„�._
homestead Over$75,000 2.1
4b 2-3 Units&undeveloped land 2.1 1.7
Apartments 4a Regular 2.9 2.5
4d Low income 1.9 1.0
Small cities 2.3 2.15
Commercial-industrial 3 First$150,000 2.7 2.45
Over S 150,000 4.0 3.5
Agricultural homestead 2a First 5115,000 0.4 0.35
Over S115.000/320 acres or less 0.9 0.8
Over SII5,000/over 320 acres 1.4 1.25
Agricultural non- 2b 1.4 1.25
homestead
Public utility 5 4.0 3.5
Seasonal Recreational
Commercial lc Homestead resorts 1.0
4c Seasonal resorts 2.1 1.8
Residential First$75,000 1.4 1.25 ` -`
Over$75,000 2.5 2.2
COMPREHENSIVE PLAN UPDATE 1998
CHAPTER 5 (additional traffic is anticipated to divert to the local
—1 /7/-11:`1,-P. 1?-1. 1-1-1- 1C hi system. 4 r+ ,c.
S
INTRODUCTION
Carver County is in the process of updating their
The City of Chanhassen is locaAed in northeastern omprehensive Plan including the transportation Pee4k
Carver County approximately miles from element. It is important to note that the system
1-- 7 downtown Minneapolis (Figure 1).41t is in the changes and traffic forecasts included in this plan
urbanizing area of the Twin Cities Metropolitan are only in draft form and that some modifications
' area, and is expected to be nearly fully developed may occur to county facilities and forecasts as the
by the year 2020. report is completed over the next three months —
Several regional highways provide Chanhassen Study Goals And Objectives —
with accessibility to the metropolitan area and to
outstate Minnesota. These include MN Trunk The Transportation Plan sets forth how the City of
Highway 5 which runs east/west and interchanges Chanhassen will achieve its goal of creating an
' /
with 1-494 east of Chanhassen in the City of Eden integrated multi-modal transportation system which --4
Prairie; MN Trunk Highway 7 which runs east/west permits the safe, efficient and effective
along the northern border of Chanhassen;MN
Trunk Highway 41 which ru.p nQrth/soyt0i along the
western portion of the city and SAH 101)which 4.
runs north/south bisecting the southern portion of -.
v e - e
the city and defines the northeastern border of , °
Chanhassen pith Eden P airie' 1 f'`'� "" 1-.5-'
' u' �� `..��Z. �7 e
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, SL Par
[t(s�"_S "4 f.-1 �`.w.'-SGS T& It?tlJk/'.
-�h�ie,Chanhassen Transportation Plan is currently oeItreirbased on the City's 1911 Land Use and —
Transportation Plan. Updates to these plans have r %a v •��,�
been undertaken by the City to recognize changes
y ...._
in land use, development patterns and other -�' ." e
planning processes including: the Minnesota % .;.
Department of Transportation's "Transportation
System Plan" (TSP) and Carver County's i
Transportation Plan update. The TSP was movement of people and goods while supporting r,-:,,
prepared in 1997 and outlines major transportation the City's development plans, and complementing
investments for the transportation system in the the metropolitan transportation system that lies
seven county metropolitan area. The TSP within its boundaries. To accomplish this goal, the
identified $10 billion in transportation needs in the Transportation Plan:
region with only $3 billion in funding. As a result of
this funding shortage, many needs throughout the 1. Defines the density and distribution of future
metropolitan area will go unmet over the next 20 land uses and their relationship to the
years. -Unfortunately,-this-includes City-of proposed local transportation system, and
3 Ghanhassen-and the.eastersor n� Carver County-area. the anticipated metropolitan transportation
The TSP identified earrent LOS,problems on system.
regional routes such as TH 7, TH 5, TH 41, and TH 2. Develops a functional hierarchy of streets
s 212, but has only allocated improvement funds forp 5
a limited extension of four lanes on TH 5 out to TH and roads and define„their access to the
41, and the first phase of TH 212 out to CSAH 4 in regional system to ensure that they support
Eden Prairie. Given these limited capacity the existing and anticipated development of
k improvements to regional facilities, operational the area; servepoth short trips and trips to
(congestion) and safety problems on these facilities adjacent communities; and complement and
will continue to increase. Since the regional supportAthe metropolitan highway system.
facilities are anticipated to function poorly,
1
COMPREHENSIVE PLAN UPDATE 1998
3. Establishes a system improvement and a Through the development review process, the City
completion program that ensures that higher will strive to discourage development from
priority projects are constructed first; occurring within the designated roadway corridors
maintains a consistent and coherent roadway as well as limiting access to collector streets, minor
system during the roadway system arterials, intermediate arterials and principal
development process; and provides for arterials.
adequate funding for all needed ,Promote safe and convenient access connections
improvements. been the highway system and major commercial
4. Identifies what transit services and travel industrials"eSs and residential
demand management strategies are neighborhoods.
appropriate for implementation in Roadways
Chanhassen in order to increase the number
and proportion of people who use transit or . Encourage multiple use of right-of-way areas
share rides, and reduce the peak level of accommodating various modes of transportation.
demand on the entire transportation system.
New roadway facilities should be constructed in
5. Identifies the strategies and policies that conjunction with new developments and designed
need to be implemented to properly integrate according to the intended function. They should be
the trail system (pedestrian, bicycle, etc.) with planned and designed to be compatible with the
the proposed roadway system, to ensure the surrounding environment.
provision of trails in a sequence consistent c Existing roadways should be upgraded when
with the development of the roadway system, warranted by demonstrated volume, safety or
and to create a rational network of sidewalks. functional needs.
Because this analysis deals not only with streets e Access points to the regional roadway system
and highways, but also with land use, trails, transit, should be adequately controlled in terms of
traffic management and other topics, the results will driveway openings and side street intersections.
constitute a Transportation Plan. The plan will • Residential street systems should be designed to
serve as the Transportation Element of the discourage through traffic and to be compatible with
Comprehensive Plan. other transportation modes including transit, bicycle
and walking.
Transportation Policies The City will implement roadway design standards
The Metropolitan Council's Transportation Policy and inspection practices which ensure proper
Plan identifies a policy framework within which the construction.
Chanhassen Transportation Plan was developed.
The City's transportation policies are supportive of Transit
metropolitan policies and consistent with the plans
and programs of the Metropolitan, County, and •The City encourages all forms of ridesharing in
State systems and relate directly to the objectives order to reduce vehicle miles of travel, reduce
of the City of Chanhassen. These policies are as petroleum consumption, and improve air quality.
follows: •The City will review all major new developments in
light of the potential for ridesharing including bus
General accessibility, preferential parking for carpools/
vanpools, and mixed use development.
r Thoroughfares and major routes should be planned
so as to reduce conflicts between external traffic *The City will support Federal, State, Metropolitan
and local traffic while minimizing the disruption or and local efforts directed toward the provision of rail
division of the logical pattern of development in the transit for the community, the region, and the state.
community. r , oThe City encourages cooperation with the
• iV(.ate ,�. t"-.1 •�- " ` ' ' Metropolitan Council and Southwest Metro Transit
t xt s s.0.�
•
2 t, ' r
COMPREHENSIVE PLAN UPDATE 1998
Commission in order to provide future transit street and pedestrian connections to maximize
service to and within the community. The City will safety and ease of access.
support the development of park and ride facilities
that encourage transit use. a Sufficient setbacks and/or berming should be
designed into all development projects adjacent to
Parking major public roadways.
•The City will continue to review new developments c Coordinate existing and planned transportation
for adequacy of parking based upon need and the facilities and their capacities with land use types
potential for joint use of parking facilities. and densities with particular emphasis on land
Sufficient parking and transfer and bus stop development in the vicinity of interchanges and
facilities areas should be provided to meet the intersections.
needs of mass transit in major employment and
•The City will continue an ongoing maintenance
commercial areas and in higher density residential
and mixed use areas. program in order to maximize the community's
investment in transportation facilities.
Pedestrian/Bicycle 4 For proposed developments, the City will require
s Major activity centers should provide accessibility to detailed circulation and access plans which depict
pedestrians and bicycles including necessary the impact of the proposed development on both
storage facilities. the existing and future transportation systems.
6 The City will promote increased development of 'The City will support Federal, State, Metropolitan
bikeways and trail facilities in order to conserve and local efforts directed toward the timely
energy resources, enhance recreational construction of Trunk Highway t89/212, upgrading —7--
opportunities and assist in the abatement of of TH 5, realignment apd construction of CSAH
pollution and congestion. 101. south of TH 5, upgrading of 101 north of TH
t Pedestrian and bicycle trails should be 5, TH 41, and other'`facilities serving the area.
interconnected with major generators and have Chanhassen wjll coordinat efforts ith den
continuity across major roadways and other Prairie and other appropriate iur sdtions`to
barriers. insure that Highways 5 and 101 continue to
s Sidewalks and/or trails should be required in function effectively,,a-5 po 65; 61c
commercial, industrial, medium and high density
residential areas; adjacent to schools and other I Chanhassen will coordinate the construction and
public buildings; and alongat least one side1of maintenance of hard surfaced local streets,
collectors and other high volume roads. collectors, and arterials. Within the Rural Service
Area, the City will provide and maintain a
Other transportation system consistent with the needs of
agricultural land uses.
+ The city will utilize the land use plan and
transportation plan maps to illustrate planned road -DESCRIPTION OF STUDY-AREA–
alignments and to facilitate their acquisition and
construction as new developments are proposed. ()The Gity of Chanhassen is located in the northeast
The plan maps wili illustrate all collector and arterial quadrant of Carver County in Minnesota:
street alignments. They will also be amended from Chanhassen is bounded by the City of Eden Prairie 7 0-"
time to time by the City during the subdivision on the east, the City of Shakopee and the 1/.
review process. Minnesota River on the south, the Cities of Chaska f
and Victoria on the west, and the Cities of •
As a part of platting, each development should Shorewood and Minnetonka on the north.
provide dedication and improvement of public
streets consistent with the standards found in city
ordinances. The city will promote the provision of
3
COMPREHENSIVE PLAN UPDATE 1998
LAND USE _ uses to "guide" future development so that it is
consistent with current and future land uses in the
gitisting'i a-ac fae zyN ity.
Existing development within the City is influenced by1,,p.
several factors including the relative location of the �. - '%
Minneapolis CBD, the location of metropolitan ! : T
highways, and the location of several lakes within
-4;_eff-10`':.::!s--- --:-:--- Fi
the City. Residential development has occurred r_n
primarily in the northeast portion of the city, with i ;%` c
`V
some large lot developments in other areas. ! j x- ,r > `r
Commercial areas in Chanhassen have developed - r {-'' i,`i
i.
along the major highway corridors of Trunk Highway - -
5 and Trunk Highway 41. For more information on v- _ "----� 4 --
land use with in the city see the land use section of ; \..t1
`. the comprehensive plan. f' ,1
y_
Metropolitan Urban Services Area
The Metropolitan Urban Services Area (MUSA) is
depicted in Figure 2. The purpose of this boundary , ;-_ i ::u„P,,,,;.i
is to define the areas within the Twin Cities " _\
Metropolitan Area that are eligible for "urban ,
services", specifically sewers, municipal water
City of Chanhassen
systems and particular types of transportation Magdimlhba
systems. This boundary line is defined and Ate
MUSA)`lIvmmw 7010 MM. /11
maintained by the Metropolitan Council to assist in •�, ;;�,,,_,,,,a ,.••'•�
the orderly development of the metropolitan area. r..,.
Areas-within the Year 2000 MUSA Line are /'' " F e2 1
consideredtobe available for development prior to
-the year 2000:
Socioeconomic Characteristics
The location of the MUSA line isrtherefere, a
valuable guide in determining the priority of The analysis and projection of regional traffic
roadway improvements. The roadway system within conditions is conducted utilizing a technique known
the MUSA area is going to be in demand much as traffic analysis zones. Traffic analysis zones
soorier than the roadway system outside. This is (TAZ's) are defined geographical areas within which
one of the reasons for having such a boundary. It data such as population, employment and
allows municipalities to focus limited resources on household information is collected. This data is
particular parts of their territory. All of Chanhassen analyzed through computer modeling techniques
is expected to be within the MUSA by the year which results in forecasts of traffic movement
2020. between zones. Utilizing this technique, it is possible
Ot
to project travel and demand such as person-trip
L-el Use Plan ,_ productions, person-trip attractions, intrazonal
person trips and motor vehicle data such as
The currently adopted Comprehe ve Land Use average daily trips and peak hour trips. This data
Plan,wr#ieti-was-fast rcvised-ir} defines areas is valuable in both local and regional transportation
l where the City will encourage specific types of land planning.
uses to be developed. The general categories of f-1
land uses defined by the City are residential, Table t shows the past census population,
commercial, mixed use, industrial, school/public and households, and employment as well as 2020
parks. The Land Use Plan is a tool that the City forecasts for the City of Chanhassen. From 1980
4
COMPREHENSIVE PLAN UPDATE 1998
to 1995, theo ulation and the number of CITY OF CHANHASSEN
P P 2020 POPULATION,HOUSEHOLDS AND EMPLOYMENT BY TAZ
households in Chanhassen more than doubled, TABLE 5-2
increasing at annual rates of 6.0 percent and 6.3 Population Households Employment
City of
percent, respectively. By 1995/Chanhassen's Metropolitan Chanhassen
employment had grown more than three times the Council TAZ TAZ 1995 2020 1995 2020 1995 2020
1980 figure, rising at a rate of 8.8 percent per year. 136 136A 880 1442 303 520 35 50
136B 379 555 131 200 94 160
t -City forecasts are based on the location of existing 1360 441 1165 152 420 23 40
1360 105 55 36 20 18 55
development and an understanding of the rate at 136E 3 638 1 230 35 35
which development is occurring both within t36 1808 3855 623 1390 205 340
137 137A 441 694 152 250 15 20
Chanhassen and throughout the region. 137B 63 2081 22 750 6 70
137C 400 721 138 260 14 25
137 904 3495 312 1260 35 115
POPULATION,HOUSEHOLDS AND EMPLOYMENT PAST CENSUS
TOTALS AND 2020 FORECASTS 138 138A 1340 2359 427 850 48 85
138B 580 2497 199 900 26 90
TABLE 5.1 138C 0 0 0 0 5 140
138 1920 4855 626 1750 79 315
1970 1980 1990 1995' 2010 2020
139 139A 2412 2774 831 1000 87 100
1398 2137 3107 736 1120 450 600
Population 4,879 6,359 11,732 15,231 25,000 34,500 1390 3 221 8 722 1000
139 4552 5903 1568 2128 1259 1700
Households 1,349 2,075 4,016 5,198 9,500 13,500 140 140A 1242 1581 427 570 45 57
1408 221 444 76 160 8 16
140 1463 2025 503 730 53 73
Employment 900 2.102 6.105 7,422 11,820 12,300 141 141A 869 1581 299 570 117 1700
14113 1103 1221 380 440 1310 150
141 1972 2802 679 1010 1427 1850
' Estimated 1995 socioeconomic figures from Metropolitan Council
142 142A 324 75 112 27 101 2500
1428 718 971 247 350 303 1000
142C 35 1526 12 550 2225 650
The City forecasts indicate that the number of 142 1077 2571 371 927 2629 4150
households will more than double between 1995 143 143 251 565 86 200 598 1800
and 2020, an annual increase of 3.3 percent. This 144 144A 634 1664 218 600 23 200
rate of growth will result in the doubling of 1448 179 2219 62 800 64 200
144C 14 14 5 5 10 10
population over a 20-year period. The projected 144 827 3897 285 1405 97 410
growth shows a steady increase between the first 145 145A 141 1609 48 580 6 700
1458 242 1886 84 680 25 800
ten years and the last ten years. Employment is 1450 47 55 16 20 109 350
also forecast to grow to more than two times the 145 430 3551 148 1280 140 1650
1995 figure, a growth rate of 2.0 percent per year. 146 146A 11 2219 4 800 '5 100
1466 1t 333 4 120 1 800
'5"---1 146 22 2552 8 920 16 900
Table'2 shows the City of Chanhassen's forecast TOTAL 15226 36071 5209 13000 6538 13503
for population, households, and employment by ,
TAZ for 2020. The TAZ locations are shown in t
Table-5-2:i;4: ---(' )- 41011116
SOCIO-ECONOMIC DATA COMPARISON
Table'3 compares the Metropolitan Council TABLE 5-3
forecasts of population, households, and City of Metropolitan
employment with forecasts made by the City of Chanhassen Council
Chanhassen. zo2o' 20202
Population 36,071 34,500
The Metropolitan Council's 2020 forecast for
population, households, and employment is very Households 13,000 13,500
similar to the city's. Differences in forecast
population and households arise primarily from a Employment 13,500 12,300
difference in the estimate of household size. The
Metropolitan Council projects a household size of 'Totals from TAZ zones. Projections and allocations were made
by the City of Chanhassen Planning Department.
2.55 persons per household while Chanhassen
estimates a household size of 277 persons per 2 From Metropolitan Council Preliminary Forecasts of Population,
household. S Households,and Employment(Regional Growth Strategy, March
1997).
5
COMPREHENSIVE PLAN UPDATE 1998
ANALYSIS OF EXISTING AND FUTURE Table`4 shows the major components of the existing
ROADWAY NEEDS street system in the City of Chanhassen along with
each facility's termini.
Determining future roadway needs is based on both
an analysis of existing roadway needs and an . .,.t.. CITY,O CHANHASSEN
understanding of how traffic demand will grow in the IPAPORTANTYRAMSPORTAT1ON FAGUTIES
future. A good indicator of existing need is traffic A TABLE 5-4
congestion. However, maintaining system continuity
as new land develops is also important. Identifying HIGHWAY/STREET FROM TO
future need requires an understanding of how the
city is expected to grow. The preceding section
outlined the expected distribution of population and -r}-17 v+bst Limit Nath Limit
employment. Forecasts of traffic based on these TH 5 West Unit East unit
socioeconomic forecasts were made for the existing TH 41 North Unit South pmt
CSAR 101 (.4...-^,--41)10. North Lirrit South Unit
roadway system including improvements that arerot,
TH 212 Wast Lirrit TH 16 TH 212
already programmed. This allows the detection of TH 169 TH 212 East Unit
problems that would develop if no further system TH 169 TH 212 South Unit
improvements were made. This section identifies tvinnentast,ta Parkway TH 5 TH 7
both existing and future roadway system needs. Galpin Boulevard �,- -TH7 /,;,. •.". :
COMPREHENSIVE PLAN UPDATE 1998
'. Trunk Highway 5,L-one-Cedar -ane - The-sight_ firs/
'A- ..f ; - - 1 -1- 5 distance-for southbound_traffic on Lone Cedar
-`�`- _ ''� �r 'r ~� • '�`' _ Lanelooking west-along TH 5 is restnciediy-a -
���• > .117. - hill-ehanhassen has entered into &cooerative
moi._:.. --. _ � ¢ ,s_ +�O
_ :.;. ,z � �,l o', = agreement with-MnDOT to close the existing_-
. X-ii,, 1 Y " r=- - ipi access to TH 5 and replace itwitha-cul-de-sac.
3% a i�
\ --�;1 }���_--`-- 1-'1'.. � "�°°°^ '$. CSAH 101/96th Street - At this intersection, a
h–,,, - -t.;"' blind curve exists due to the vertical curve of
- y') '.'° 4 , CSAH 101. In 1989, sight distance was
ji
6-4—o s.— '- °• ;.o =i(/ enhanced by the removal of trees in the area.
I ��I -- Further improvements are unlikely until CSAH
-�-- 7.000 ~A ti
101 is reconstructed in the future.
m ris
•400 !u
° _„t- �; _ 4. Pioneer Trail and CSAH 101 - Sight distance
�'`� r� °°° problems occur for traffic on Pioneer Trail due
;` 0 , to the vertical curvature of CSAH 101.
A � .-
�a_,- Improvement of this situation requires a
` 27.306 v comprehensive approach and is not likely to
-- ._ 5.wr occur until CSAH 101 is improved in southern
M� Chanhassen.
Ot
Z'Z.
14,01
Source Data Based ori,99,Nrv007 Map Vdumes /1
FlGun
E CSAH 101'- Recent improvements to this
1:100 EXISTING TRAFFIC VOLUMES 3 intersection have significantly improved safety.
sarNo Win:. CATV OF CHANASSEN Heavy traffic volumes continue to pose
problems in this area. The construction of new
Issues and system deficiencies vlxq gtegorized TH 212 in the future will remove some of the
- into three areas: 1) intersections, 2) roadway existing traffic in this area.
capacity/alignment/connection and 3) jurisdictional q_.•
continuity. The major issues are shown on Figure 4 '6. Trunk Highway 7/Lake Minnewashta area - TH 7
and discussed in more detail as follows: in northwestern Chanhassen along the north
Zside of Lake Minnewashta intersects a number
Intersections/Access of local streets. Due to heavy traffic volumes,
particularly during peak hours, turning
Chanhassen contains a number of intersections movements in this area are difficult. In this
that currently are experiencing problems. A area, TH 7 does not contain lanes specifically
summary of these occurs as follows. designed to accommodate free flowing traffic.
Eventual implementation of the
1. Trunk Highway 7/Minnewashta Parkway-The recommendations contained in the TH 7
major problem with this intersection is the angle Corridor Study will improve conditions in this
with which northbound Minnewashta Parkway ; area.
joins TH 7. As a result, it is difficult to identify ff
eastbound traffic on TH 7 and turning 1 -V. Trunk Highway 5/Arboretum Entrance - Turning
movements from eastbound TH 7 to i”,f movements into and out of the Arboretum are
southbound Minnewashta Parkway are 1. complicated by the heavy traffic volumes along
cumbersome. The City of Chanhassen TH 5. In the future, this situation should be
completed improvements to Minnewashta ,. addressed in the reconstruction of the western
Parkway in 1993. Due to heavy traffic volumes, segment of TH 5.
particularly during peak hours, turning �-j «` �'
movements in this area are difficult. Installation , Tn. k Huey 41/- Some areas of TH 41 have
of a traffic signal at this location is anticipated in inadequate sight distance (vertical alignment
p q 9
the future. could use improvement). This improvement
swould normally rgiquireiGnajor reconstructio . ti�.4..G
....c(
1 .tc.4.
"---`41 c �S .�lr& or, 0t►
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COMPREHENSIVE PLAN UPDATE 1998
Figure 4
8
COMPREHENSIVE PLAN UPDATE 1998
Improvement of this area is not included in 17,500 south of TH 5. However, some counts
MnDOT's 20 year capital program. have occurred as high as 20,000 As the
metropolitan region expands, north-south
Road Capacity/Alignment/Connections routes in this area will become more important
as destinations are less centered on Twin
Deficiencies in this category are evident due to Cities urban core. Currently, there is a lack of
capacity problems created by excessive volumes, good north-south routes that provide
alignment issues, or due to connection problems. connections between east-west principal
Capacity problems are also caused by a lack of arterial routes and major river crossings. Trunk c� ,�r�
proper lane channelization, lack of signalization or Highway 41 is the only north-south route in the `•'�y.1
due to the frequency of accesses. Specific area that has significant continuity a _____
examples of such circumstances include the connects to a major river crossingEven
following: though it provides an important function for the
region, there are no major improvements
1. Existing capacity problems are evident on a planned for this facility. As a result, otherL,if,�
number of key regional facilities within the City. parallel routes' ill become more important in --iy r
The Transportation System Plan (TSP) which distributing the'traffic demand during peak
was completed by Mn/DOT in 1997 and the traffic periods. This=includesYAudubonRoad
Carver County Plan Update which is in and GalJpin Boulevard.,-._- _ .
progress both show congestion on all major 1 r, —
east-west routes (TH 7, TH 5, TH 212). These • Trunk Highway 7—J1 ongestion on this route "`
facilities provide mobility functions into and out occurs on-t#iiaroute east of the TH 41 junction,
of the region and are critical to the -during peak-hours: Average daily traffic
development of and quality of life in volumes range from 17,000 west of TH 41 to
Chanhassen. Existing capacity issues within24,500 east of TH 41. c;- /4
the city are described as follows: ( , ,e f t'u t ,
Audubon Road (CSAH 17)—Existing
• Trunk Highway 5 - Excessive congestion on volumes on Audubon Road are 9,500 vehicles
this route occurs during morning and evening per day. This volume suggestAthat capacity —
peak hours. In 1998, the four lane divided levels are being approached for this two-lane
arterial portion of TH 5 on Chanhassen's facility.
eastern boarder carried 50,000 vehicles per
day. New TH 212 will provide some relief to TH '2. County State Aid Highway 101(formerly known --
5; however, TH 212 is not in Mn/DOT's 20-year as TH 101) - CSAH 101 is classified as an "A"
capital improvement program. While the minor arterial. It is located along the eastern
('�+
planned four-lane improvements will improve border of Chanhassen. Prtat-to-l�eit�g ._ Icy'`t �\
traffic flow on TH 5 out to TH 41, they are not H-reute,-it- vas-AHd
', okt anticipated to resolve traffic problems on as a temporary Trunk Highway and,as such, it --
=men of lb 5 which have volumes that did not receive appropriations for any major
ex�d_the_four lane capacity. (approximately improvements. �ieee r, Hennepin County and,
45,000). If it is the goal of the City to have TH Carver County` `eeeeptedtjurisdic1ion of-etc TH ' --
5 function at an acceptable level (minimal delay 101 and rename it CSAH 101 within their
during peak hours), it is extremely important to County boundaries. As a result, the facility is
support construction of TH 212 to assist with eligible for Trunk Highway Turnback funds.
the traffic load or,ultimately/expand the The highway has significant alignment and
capacity of TH 5 to a six-lane expressway. geometric problems particularly south of TH 5.
,v- Carver County and Chanhassen are to take
' �--1 • Trunk Highway 41 — This route bisects the the lead role in promoting the improvement of
' western portion of Chanhassen and operates CSAH 101 south of TH 5. Hennepin County is
in a congested state_during morning and e,,ad a e c on CSAH 101 north ofTTH 5.
evening peak hours (LOS F) south of TH 5. , co county and city working on
Existing volumes average from 15,000 to completing a joint powers agreement for
9
Zi-z_
C.-L,L_e,,, -.\---6, 1.e.___" Tr r,--t r--k-c 1....t..,t,"\A`' \
° r )
) S.
/ ot'' C) 41)1/4. 0..dfr 0,tki L
14v r cc
t...1_,
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4
..c-e"-c--."-,-
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fe 0.- -t.-r---.,-t..\,,L . 4_0__c_re,( ( ( ci
Y
..crem,„\ 1 S-i 0 r--'' 0 10,k0--01.- C., k, L , . ; ----,., 2.s--, e, r id----
et...A'
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C
COMPREHENSIVE PLAN r •1=-„is UPDATE 1998
developing improvements to CSAH 101 south 2. (C3 .117)- is very similar to CSAH 17. The
of TH 5. A route functions effectively until it reaches the
northern portion of Chanhassen where its
-43. Pleasant View Road - The existing roadway alignment restricts traffic movement.
alignment is inadequate in several areas.
Sharp curves, garages located at the 3. Trunk Highway 5 - Issues pertaining to TH 5
right-of-way line, hidden driveways and have been previously presented. The
frequent vistas of Lotus Lake which serves as a jurisdictional continuity of TH 5 is extremely
distraction, all combine to create potentially important to Chanhassen. Chanhassen willdangerous conditions. Previous efforts to need to continually monitor MnDOT plans for
improve Pleasant View Road have been this route as well as the desires of adjacent
unsuccessful. As a result, the inadequacies of municipalities to ensure that TH 5 continues to
- this route will continue to intensify in the=uture function at the highest feasible level of service.
as traffic volumes increase.
i•��C.4rii. r. .
� f 4. County State Aid Highway 101 - The
i.A(CSAH 17)- South of Pioneer Trail, further importance of additional north south routes
extension not feasible due to existing with continuity has been discussed extensively
development and extreme variations in in other sections of this chapter. Since this
topography. Therefore, Chanhassen's only particular route bog r Hennepin County and
reasonable opportunity for a comprehensive the City of Eden Pit is important to develop
north/south minor arterial route lies in the a consistent approach to this route from TH 7
improvement of the CSAH 101 corridor. to TH 1-69/TH 212.
--
:�5. Lake Drive/Coulter Boulevard - For the street FUTURE TRAFFIC FORECASTS
to serve its intended purpose, it is essential
that it be extended to the west. The Traffic forecasts were made to determine the
Comprehensive Plan illustrates its ultimate adequacy and appropriateness of the street and
extension to Hwy. 41 where it will intersect with highway system to accommodate the development
JCZ") 82nd Street in Chaska. that is expected to be in place by the year 2020.
• c J The forecasts were prepared based upon projected
furisdictional Continuity population, households and employment data
developed by the City of Chanhassen in
Chanhassen contains a number of roads which conjunction with the Metropolitan Council. The
pass through the community and into other population, household, and employment information
municipalities. Because these routes fall under a was distributed throughout the City to a refined
variety of jurisdictions, continuity problems can network of Traffic Assignment Zones (TAZ). The
occur. Routes of particular interest to Chanhassen TAZ information is contained in Appendix B. The
include the following: t analysis assumed improvements to regional
E^ ?f . facilities only if they were programmed. Other local
1. (CSAH 1 T- Within the city, this route has improvements were assumed if they have been
adequate right-of-way, sight distance, grades included in previous transportation plans and were
and setbacks to maintain a 45 to 50 mile per part of the arterial system. These system
hour speed limit. North of Chanhassen, improvements are listed as follows:
however, this road takes a different form as it
enters Shorewood,� nd Excelsior. In • TH 5: Four lanes extension out to TH 41.
Shorewood, Cat r-Gouu ty-17 becomes
Hennepin County 82. Tight setbacks, poor • CSAH 18 : Completion of segment between TH
sight distances, individual driveway accesses 41 and CSAH 11 in Victoria
and reduced speeds exist in this area. As a k,Jc ---
result, the effectiveness of CSAH 17 as a • f
78th Aveetre� Completion of north frontage
northern access to TH 7 is diminished once it road/along TH 5
crosses Chanhassen's border.
• CSAH 17: Extension of Powers Boulevard
south to Pioneer Trail
10 , L ,. l.., r
.0 •, .
....
,
00.31- )c,,,
IA
47:
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......, •-.:iv,.
+1 -72...) ) i lek..."-y .1 ,- .,- i :A.r:•-, •7.-----: `t
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c c--( cc-- 4- I .,e-.,+ 41-i r•J L4,--,-Ti-,;-, ,k1A--/
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0,---) 1 N.-'..YV N. t f-""\- (4-(...,_,,i 4-f—•-•-•1/4 T M q I ,.,Lc, 0. s-...4
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Ill.c it..ci. ri .1 ek 6.--,t--c--Pic 41i..-{3--,64, •
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ci,.,., k,,,,,,- (1-„A .c-t-,,. YR 4) I sile,, C.S A fri- ,o i
v
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et A.A.'e).y...,1--r-r•.,-,:t ---1---r-,-------4 v)es-1.-1 :‘•-• e
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4/. t
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c,..„ ; €____,- ,r • I-0,4c,, L.-- 1%---•--1A-l.,: - --4-4"--/..-..„ -<,:-1..t...E---.LA :
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3 + s 3.--.3 1 .
COMPREHENSIVE PLAN -1 g ' 14 �•r"` "
'z- ' ' �'I .t UPDATE 1998
The resulting traffic projections are shown in Figure', • If TH 212 is not constructed by 2020 capacity
5. The forecasts are based on a capacity improvements are needed on the following
restrained network. The forecasting process is facilities:
c t' /,,,,, . C�Fi Y' t'
described in Appendix B. -f - L (• .'r''$=w ) 7 _
TH 41 4lanes between TH 7 and TH 169
STH 5 6 lanes east of Powers Boulevard
21.000_—� , _ CSAH 14 4 lanes east of TH 41 to City.limits
rt$�-'c. _ � � SAH 18 4 lanes east of TH 41 to TH 101
:^; _ ' • SAH 101 4 lanes TH 5 to TH 212
- . ,>-�' ;-%'2'0'`` . „ g 1,,oe, Powers Blvd 4 lanes CSAH 18 to CSAH 14
•- CSAH 17 4 lanes south of CSAH 18 to TH 212
saoo - , ,r� 4 -? - ...
', , ti1--4,-.4-..,.,..c._,.._
r.. �-, -1-.-.4 = 1 .5, • An alternative was analyzed that assumed new
r•� l 6•1�,%�' 11 ." Ip TH 212 would be constructed prior to the year
`
17.000. °-°^°• -"• 2020. Constructing TH 212 wouk1 result in less ?
`-'�`, , "..--...,..„-41,-,� traffic diverting-to local streets. In addition, TH - .''I'
,ate - -
o r.r .--,--2, ...::: .- -- 212 would result in a significant operational _
1:;- 9, i6.000Y: _.,• ---01 --- benefits to TH 5 (Chanhassen's key
- `,' - transportation facility). If TH 212 is constructed
I.000. _ by 2020 capacity improvements should still be
160,. 46. ,)"p61. ,Y �-� considered on the following facilities:
a -a .t.r../ 1
i
...9_-_______ ,_.-:.
"�`+-w. G ----t+00 TH 41 4 lanes between TH 7 and TH 169
CSAH 18 4 lanes east of TH 41 to TH 101 . , ,
�?` = ,6.000 CSAH 14 4 lanes east of CSAH 17 to City limits
�a.6w ;,.�' CSAH 101 4 lanes TH 5 to CSAH 14
O INTERCHANGES .: t�H. ;;., ^ - '
--� Powers Blvd 1.lanes'south of CSAH 18 to CSAH 14 • f
C ,a r'; + �,
'''\., C3 -7-.',
Sou,ce:Ass,rnes New TH 212 n Constricted by 2020 l '-'Zi
r "� - ���
J .t`... • tea' ---2-:,.; p -,. 1 ,-
FIGURE _ '. =5 YTs iti^ T; r .may' '.
2020 FORCAST TRAFFIC VOLUMES - ® �' •,..-77:-"-..--,..-"-;j
5 1v 114: --; YY =- '
e1 u a.�4 CITY OF CHANHASSEN J ��-'+''')/' . .-
J^ -�Jy v-'' �7 'e.
,cam-' -••
The level of congestion of the future highway °_ ' L • - e'• ��,
system depends in large measure on both the IFIL'
capacity improvements undertaken and the y `"
availability of a local arterial system to complement _ l "�'�
and relieve the regional system. The congested -' . J` I `
segments are shown on Figure 6. The 2020
forecasts suggest the following:
• Regional facilities (TH 7, TH 5, TH 41 and TH - -
212) currently are congested. With little or no . -
capacity improvements to these facilities,
congestion will increase on these facilities. In — POTENTIAL CAPACITY PROBLEMS . -* -
addition, more trips will divert to local routes " ,
such as CSAH 11114/man Boulevard), County �_ _ -
— Road 117 (Galpinj, CSAH 17 (Powers
Boulevard) and to other collector routes within
the City. `RF FUTURE CAPACITY PROBLEMS FIGURE
1 ASSUMES NO TN 212 BY 2020 6
Mt NO. •. CITY OF CHANHASSEN 1
11
COMPREHENSIVE PLAN UPDATE 1998
• Regional river crossing bridges (TH 41 and 3. The full development level, as defined by the
CSAH 101) are congested currently and will d Land Use Guide Planxshould --
become more congested as the region incorporate the limiting effects that the
expands. The development of£%lew TH 212 is identified physical constraints have on the
anticipated to attract more trips from Scott attainment of the anticipated level of
County and TH 169 and the Shakopee By-pass. 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.
preserve this corridor or identify how existing
corridors could be expanded to address river 5. In developing the plan, roadway segments and
crossing needs. intersections that cannot accommodate the
anticipated vehicular travel demand should be
Improvements proposed for municipal roadways are identified.
under direct control of the City and will receive
highest priority in the City's Transportation Functional Classification System
Improvement Program. For roadways on the
County system, the City will cooperate with Carver The functional classification criteria presented in
County and encourage the improvement of county Appendix A were closely followed during the
roads in accordance with this plan. preparation of this plan. The intent of a functional
classification system is the creation of a hierarchy
SYSTEM PLAN of roads that collects and distributes traffic from
neighborhoods to the metropolitan highway system
The proposed roadway system should be in as efficient a manner as possible given the
consistent with the anticipated density and topography and other physical constraints of the
distribution of land uses in the City in the year area. Places of high demand, such as employment
2020. The purpose of this section is to review the or commercial centers, should be served by
existing functional classification system (Figure 7) roadways higher in the hierarchy such as arterials.
and identify potential functional classification and Neighborhoods and places of low demand should
other system changes that should be made to have roadways of lower classification such as
accommodate the anticipated growth. The existing collectors and local streets. It is in this way that the
functional classification system is based upon the land use plan is integrated into the transportation
1996 Metropolitan Council Functional Classification plan.
map with the addition of local collector streets which
were identified as part of the previous Chanfiassen An important consideration in developing a
p- Plan. •1l,, 1'sti.r�..w.� .r� s�r ��� ( ,eli , A '/ functional classification system is adherence to the
��`•�.� ►01 l�•., =`F < <�` :; spacing criteria established by the Metropolitan
il 17
Guidir� Pl'anning Principles Council (Table 5 and Appendix A). The City of
Chanhassen is currently considered part of the
The City of Chanhassen Transportation Plan has developing area. As a result, the city has a mixture
been developed using the following guidelines and of urban, suburban, and rural areas. It is
planning principles: anticipated however, that the city will be fully
developed by 2020. The ultimate roadway system
1. The functional classification of the roadway assumes full development, but the current
system in Chanhassen should conform to the distinction between developing and rural is
criteria and characteristics summarized in important in the establishment of implementation
Appendix A. priorities.
2. The plan should reflect vehicular travel
demand at full development.
12
COMPREHENSIVE PLAN UPDATE 1998
Figure 7
)
) /
A
u
0
,
-
vy.of
trA,
JV//),.;,'
u \
\
Spacing (Miles)
Metro Centers/
13
COMPREHENSIVE PLAN UPDATE 1998
sUV Aff'OF SPACING c TERIA may also be constructed as multiple lane divided
TABLE 5-5 highways. The following facilities are designated as
principal arterials within the City of Chanhassen:
Spacing(M ) Trunk Highway 7
Metro a'
Fully Trunk Highway 7 serves as a keyeast west route
Functional Regional Developed
Ramal 9 Y
aassificaGon Business was A was through the south central portion of Minnesota. It
Concentrations connects the Twin Cities Metropolitan area with
cities such as Hutchinson, and Montivideo to the
Principal Arterial —
z 3 3 s s-12 west. It also is one of Chanhassen's major east-
NinorArterial 114 3J4 1t2-1 1-2 AS needed west links to the Metropolitan area. It is located in
the northern portion of Chanhassen and provides
Collector 1/8 1/2 1/4-314 1/2-1 needed region access and mobility to primarily residential
areas. In Chanhassen, vehicle movements are
generally uninhibited by signals or major street
Source: Metropolitan Counal intersections. To the east, however, Highway 7 1,
passes through Minnetonka and northern Hopkins ' el
where there are more frequent signalized I
The proposed City of Chanhassen functional intersections and commercial development. The
classification system is shown in Figure 8. The roadway carries substantial vehicular traffic and is r
classification system that-is-proposed is consistent considered congested (LOS F) during peak travel
with the preliminary changes that are being periods. Recently, a corridor study was completed
proposed by Carver County in the update of their for TH 7. In Chanhassen, this study recommended
transportation plan. Since the plan is still under turn lanes and minor local street closures. These
development, there may be some further safetimprovements are scheduled for the year
modification of the functional classification system. 2000.
The functional classification plan includes the . ,
following categories: .,,i Trunk Highway. 212 <_- - •-r 7.‘_&,..... . c
1. Principal Arterials // The current TH 212 is a principal arterial and
2. Minor Arterials connects small rural communities to the Twin Cities
• "A" Minor Arterials �4 Metropolitan area. In Chanhassen, TH 212 travels
• "B" Minor Arterials i along the bottom of the river bluff. A new location
3. Major Collector Streets 1 _ of this facility has been planned for many years.
4. Minor Collector Street The new facility is proposed to run diagonally
5. Local Stre:.: through the southern portion of Chanhassen. The
,, ..orroute is proposed to be a four lane divided facility
., Principal Arterials with controlled access. Plans call for two
interchanges in Chanhassen, one at.CSAH 101(old i,
Principal arterials are the highest roadway TH 101) and the other at CSAH 17.' `At'the�present
classification and are considered part of the time, official mapping has been cd'mpleted and the
metropolitan highway system. These roads are EIS has been finalized. TH 212 has right-of-way
intended to connect the central business districts of preservation status as part of the Metropolitan
the two central cities with each other and with other Council's regional plan. L rx.— 1 J '•L`'' ' ' •
t,:
regional business concentrations in the i0,,` -.,.- i`, 1.,�;; :` Z. -
metropolitan area. These roads also connect the New Principal Arterial River Crossing
Twin Cities with important locations outside the
metropolitan area. Currently there is a lack of a principal north-south
arterial mute in the region. This is due to physical
Principal arterials are generally constructed as constraints such as Lake Minnetonka, and
limited access freeways in the developed area, but Minnesota River bluff area as well as past travel
14
COMPREHENSIVE PLAN UPDATE 1998
Figure 8
Future Functional Classification
15
COMPREHENSIVE PLAN UPDATE 1998
patterns favoring east-west travel. However, as the • Connectors — Roads that would provide good,
urban area continues to grow, north-south travel safe connections to and among town centers in
demand is anticipated to increase. The spacing the transitional and rural areas in the area.
from the Bloomington Ferry Bridge (TH 169) to TH • Augmenters — Roadways that augment principal
41 is approximately 9 miles. This is inconsistent arterials within the interstate ring or beltway.
with the functional classification guidelines. A
north-south regional river crossing has been shown To the extent possible, "A" minor arterials are the
previously on the Metropolitan Council's functional most continyous and form a grid network over the
classification system. This route is located in entire cityyffowever, topographic constraints and
southwestern corner of Chanhassen and connects the location of existing highways and existing land
new TH 212 to the Shakopee By-pass. This route uses can result in deviations from the spacing
is intended to accommodate more of the regional guidelines. Nevertheless, continuity and
trips between TH 212 and TH 169. connectivity among the "A" minor arterials and the
principal arterials allows the arterial network to
This route was designated a principal arterial route provide important mobility functions throughout the
in lieu of designating the current alignment of TH 41 city.
a principal arterial route. This was primarily done
because TH 41 goes through downtown Chaska In Chanhassen, the current spacing of "A" Minor
and has numerous access points and limited ability arterials is approximately 3 miles (spacing between
for capacity improvements. The existing river TH 101 and TH 41). The desirable spacing for "A"
crossings on TH 41 and TH 169 are shown to be at minor arterials is considered to be '/z to 1 miles for
capacity based on traffic forecasting work done for fully developed areas. Because Chanhassen is
the Carver County Transportation Plan. Therefore, anticipated to be fully developed by the year 2020,
expansion of existing river crossings or an additional "A" minor arterials should be designated
additional regional river crossing appears to be to maintain mobility throughout the City. The "A"
needed to address regional growth. Minor Arterials that are recommended in
Chanhassen include the following:
Minor Arterials
Trunk Highway 5 — Arboretum Boulevard
Minor arterials are designed to emphasize mobility
over land access. serving to connect cities with Trunk Highway 5 is the most important existing
adjacent communities and the metropolitan highway roadway in Chanhassen functioning as the City's
system. Major business concentrations and other transportation backbone. In the early 1970's/TH 5 •
important traffic generators are often located on was considered a principal arterial route. This
minor arterials. In the metropolitan area, minor designation has changed over time because of the
arterials are divided into two classes "A" Minor close proximity of TH 7 and lack of continuity west
Arterials and "B" Minor Arterials. of Carver County. Currently, TH 5 serves as the
major link for Chanhassen to the metropolitan area.
1. "A" Minor Arterials In addition, TH 5 provides regional access to a
large number of businesses and industrial
The Metropolitan Council has identified minor properties in the area. The concentration of these
arterials that are of regional importance because large employers results in some "reverse
they relieve, expand, or complement the principal commuting" patterns as well as destinations for
arterial system. These roads have been labeled many trips coming in to Chanhassen from the west.
"A" minor arterials and have been categorized into Even though this route is designated as a minor
four types: arterial, it provides many functions similar to TH 7
and TH 212 which are principal arterial routes. As a
• Relievers — Minor arterials that provide direct result, it is recommended that the city continue to
' relief for metropolitan highway traffic. support improvement and access management
• Expanders— Routes that provide a way to make strategies that would maintain the mobility of this
connections between developing areas outside route.
the 1-494, 1-694 interstate ring.
16
COMPREHENSIVE PLAN UPDATE 1998
re-Within Chanhassen, the flow of traffic along done a good job in protecting the mobility of this
Highway 5 is interrupted by traffic signals at TH 41, corridor by providing limited access and proper
CSAH 19 (G jpiniDoulevard), CSAH 17 (Powers development setbacks.rWith other north-south ET,-2
Boulevard), . f. 101 (Market Boulevard), Great corridors being limited,The volumes on this
Plains Boulevard, Dakota Avenue, and Dell Road. corridor are anticipated to increase as additional
Additional signals may be installed at Century development occurs. i This will continue to cause
Boulevard and Audubon Road. There are no delays and intersection problems throughout the
significant commercial or residential uses accessing corridor. These problems are anticipated to be
directly onto Highway 5. significantly worse at the intersection of TH 5 and
TH41`/
Eastbound traffic on TH 5 typically connects with
either 1-494 or TH 169/Hennepin County 62. From CSAH 101 (old TH 101) - Great Plains
the Chanhassen border to 1-494, Highway 5 Boulevard
contains a number of signalized intersections:
Eden Prairie Road, Wallace Road. Mitchell Road, This designation is consistent with the Metropolitan
and Prairie Center Drive. These signalized Council's Functional Classification Plan and
intersections combined with higher traffic volumes Hennepin County's designation. This designation is
in Eden Prairie, contribute to significant traffic consistent with the spacing guidelines for
delays during peak hours. developing areas. The current spacing of "A" minor
arterial routes west of 1-494 are between 1 and/ 1/2
In 1987. MnDOT began a series of improvements miles. Other factors considered include:
which would significantly enhance the function of
Highway 5. The first stage improvements resulted •
in the construction of four lanes from Wallace Road in-he projected year 2020 daily volumes are at
to Prairie Center Drive in Eden Prairie. The second the upper limit or exceed the recommended
phase constructed a four lane divided roadway guidelines for volumes carried by a collector.
from west of CSAH 4 to Wallace Road. The third
phase of the project completed in 1993 constructed • The roadway connects principal and other
a four lane roadway from west of CSAH 17 in minor arterial routes thereby providing an
Chanhassen to west of CSAH 4 in Eden Prairie. important mobility function for the region.
Included in the project was the replacement of the
Chicago, Milwaukee, St. Paul & Pacific Railroad • The City has historically limited direct access
bridge south of the Chanhassen CBD. The next to CSAH 101 and will continue to do so.
phase of improvements is from west of CSAH 17 to
TH 41. This improvement is scheduled for 2000 Highway 169/212 - Flying Cloud Drive
and 2001 and includes the construction of a four
lane divided roadway and the north TH 5 Access Assuming new TH 212 is eventually constructed,
Boulevard (west 78'" Street).‘A• Chanhassen strongly old TH 212 would be downgraded from a principal
advocates the continued extension of the TH 5 arterial route to an "A" minor arterial. TH 169/212
improvements to the western border of the is a two lane undivided highway with limited
community. access control on the segment within
Chanhassen; however, the river bluff substantial
Trunk Highway 41 — Hazeltine Boulevard restricts ability to access this route. The route
would continue to link Chaska and CSAH 101
Another "A" minor arterial that has many principal river crossing with Twin Cities Metropolitan area.
arterial characteristics is TH 41. This route is The route would fits the spacing guidelines for "A"
located in western Chanhassen and is the only minor arterial routes and provides east-west
major north-south river crossing west of the traffic flow below the bluff.
Bloomington Ferry Bridge (9 miles to the east) that
connects TH 169, TH 212, TH 5 and TH 7. As a CSAH 17 — Powers Boulevard
result, this route will continue to be an important
link serving Carver County and the City of County State Aid Highway 17 is currently classified
Chanhassen. Chanhassen and Chaska have as a "B" minor arterial on the Metropolitan Council's
17
COMPREHENSIVE PLAN UPDATE 1998
Functional Classification Plan. It is recommended south connection between old TH 212 and TH 5. It
that this route be upgraded to an "A" minor arterial is recommended that this route be upgraded to an
based on the spacing with other similar north-south "A" minor arterial based on the spacing with other
routes and the connections that it provides to other similar north-south routes and the connections that
arterial facilities ) cortriects facilities such as CSAH it provides to other arterial facilitiesklt-connects '
14 (Pioneer Trail), new TH 212 (future facilities such as old TH 212, CSAH 14 (Pioneer
interchange) TH c, and TH 7. The spacing of this Trail), and TH 5. The spacing of this roadway with
F roadway with- 101 to the east is approximately C5414-1101 to the east is approximately one mile; -'
one mile; however, there are physical barriers however, there are physical barriers (lakes and
(lakes and wetlands) that limit the connections wetlands) that limit the connections between these
between these routes. The spacing of this route routes. The spacing of this route with TH 41 to the
with TH 41 to the west is approximately two miles. west is approximately two miles. As the City of
As the City of Chanhassen develops, this facility will Chanhassen develops, this facility will provide
provide mobility for north-south traffic flow to mobility for north-south traffic flow to important
important destinations within the city as well as the destinations within the city as well as the regional
regional transportation system. It is recognized that transportation system.
the character of CSAH 17 does change as it
extends north into Hennepin County (CSAH 82). 2. "B" Minor Arterials
The roadway becomes narrower and setbacks are
limited. The Metropolitan Council defines considers all •
minor arterials other than "A" minor arterials as "B"
CSAH 19 — Galpin Boulevard minor arterials. These roadways also serve a
citywide function. Medium to long distance trips use
County State Aid Highway 19 is currently classified the "B" minor arterial system. When combined with
as a "B" minor arterial on the Metropolitan Council's the "A" minor arterial system, most places in the city
Functional Classification Plan. This route is looked are within a mile of such a roadway. There is one
at in combination with the southern portion of CSAH route in the City of Chanhassen that is proposed as
17 (portion south of CSAH 18). Together these "B" minor arterial. This route is described as
routes form a north-south connection between old follows: r _--o . r,JI
TH 212 and TH 5. It is recommended that this route ( ',44-4'
be upgraded to an "A" minor arterial based on the CSAH 18— Lyman Boulevard .
spacing with other similar north-south routes and
the connections that it provides to other arterial Lyman Boulevard is currently designated as a "B"
facilitiesr-lt connects-facilities such as old TH 212, minor arterial. It is an east-west route that parallels
CSAH 14 (Pioneer T ail), and TH 5. The spacing of TH 5 one to 1.5 miles to the south. It currently
this roadway with ta 101 to the east is . connects TH 41, CSAH 17 and CSAH 101; however,
approximately one mile; however, there are physical an extension is planned to the west of TH 41 that
barriers (lakes and wetlands) that limit the would follow the 82nd Street corridor (adjacent to
connections between these routes. The spacing of Chanhassen City limits). The spacing guidelines
this route with TH 41 to the west is approximately are consistent with designation of an "A" minor
two miles. As the City of Chanhassen develops, arterial for this route. Howevar,-we-have-chosen to {
this facility will provide mobility for north-south traffic leave-the-designation of Lyman_Boulevard as a "B
flow to important destinations within the city as well minor-arteriat-because-itJacks-of-continuity-.east of -
as the regional transportation system. C -in-close-proximityto-the arboretum
and-there-are-irmited-setbacks-in the City of
CSAH 17 —Audubon Road Victoria.
County State Aid Highway 17 is currently classified The number of lanes on arterial routes should be
as a "B" minor arterial on the Metropolitan Council's based on the projected volumes.foutes are likely to --
Functional Classification Plan. This route is looked be constructed either as four-lane undivided roads
at in combination with CSAH 19 (portion north of or as three-lane roadways where there is
CSAH 18). Together these routes form a north- insufficient right-of-way when the system is
complete.
18
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COMPREHENSIVE PLAN ✓ ist
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Major Collectors �'1 ' ° I c '",
- • Kerber Boulev rd !"&"-----
4^--- iK✓ `�s
Major� collectors are designed to serve shorter trips -cY°"" VT Si ""�` `�- o1c-"-'`�'"-`
that occur entirely within the city and to provide • Market B ulevard`_ •-•, e. ...<<-4- ,.7.: 1x-
access from neighborhoods to the arterial system. c.-•�( "T'F3 t;
These roads supplement the arterial system in the • Century Boulevard1V.4,-1V.4,-..-"Ka-. -sem..` e.11t�G.,
sense that they emphasize mobility over land f�'"#i m"",``"'1-" ' .Boulevard —,
.,....4 ,14 s
access, but they are expected, because of their • Bluff Creek Drive - R.,--.4—:---,. •--. e.!f4� --
locations, to carry less traffic than arterial roads. ro-i=lz t=tet`'''"~ I,7,-.....L....,--1 vi4 f`? Z1Z- -r/
• West 78th Street "''".7`` S. '4- `4' 4,1 1.
The following roadways are recommended as o , '«SstJ!'r ror a`' -` 31.44 A)
od or Collectors in Cha hags ., ,fit ,��,� The ulti �.,.ate roadway system is based upon the G;
1. (....).4_,.....s '! Cwt. .. functional classification presented above. It reflects
• Minnewashta Parkway><This street serves as full development of the City according to the land
the only north/south route between TH 5 and use plan and socioeconomic forecasts presented
TH 7, west of Lake Minnewashta. It is also earlier. The roadway cross-section identified for
located such that it likely serves some each classification would be expected to be in place
through trips from outside the City along TH at the time full development is achieved.
5,,traveling to the north to TH 7, as well as
locally generated traffic along its route. This PLANNED AND PROGRAMMED IMPROVEMENTS
area has undergone a fairly significant
amount of development but there is In 1987, the City commissioned a traffic study
considerably more development potential that entitled "Year 2005 Land Use and Transportation
is likely to be realized over the next decade's Study. The study was to develop a transportation
system plan for the Chanhassen CBD as well as
• Galpin Bo b and AF 117 ,north of TH 5 major routes in the northern portion of the City.
Frs.�-�' ,�-- er.--.:, fi, ,��_7 mss. i `)72:, The Plan represented a major, City-sponsored
• Lake Drive— Lake Drive is being developed (" effort to develop a comprehensive approach to
to serve two functions. These include local "f improving our transportation system. The Year
vk access south of TH 5 and a parallel collector 2005 study made a series of recommendations,
to TH 5 capable of carrying off-loaded local most of which have since been implemented or are
trips of short to medium length. The City programmed:
Aundertook a joint project with MnDOT
e. ) and the City of Eden Prairie to extend 1. Designation of an interchange at Highway 101
co Lake Drive east to the City line where it at TH 212 to secure access to downtown
merges with the signalized intersection Chanhassen. The interchange has been
at TH 5 and Dell Road. r l incorporated into current plans and official
Vim-- if;04, ;a"x� ( e t-s.� maps for the new highway.
• Pleasant View Road—Pleasant View Road
serves as the only east/west connection 2. Realignment of CSAH 101 with intersection
.• ,, -r>' between CSAH 17 and CSAH 101 in northern improvements at TH 5. The City undertook
` • Chanhassen. _ the realignment of the Highway 101/Highway
r. ,mac:_' t."j I t,...= (C.-(1 _j,, 5/West 78th Street intersection under a
• Lake Lucy Road—Lake Lucy Road serves as self-financed program and realigned Highway
the only east west connector between CSAH 101 south of Highway 5 to the Villages on the
17 and TH 41 in northern Chanhassen. Ponds and Rosemount facility. The location
of CSAH 101 has been modified from the Year
• Coulter Boulevard —Coulter Boulevard is 2005 study, being shifted from Dakota Avenue
being developed to serve two functions. to a location to the west that aligns with new
These include local access south of TH 5 and Market Boulevard. This alignment was
a parallel collector to TH 5 capable of carrying selected based upon the "Highway 101/5
off-loaded local trips of short to medium
length.
19
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COMPREHENSIVE PLAN UPDATE 1998
Preliminary Alignment and Land Use Corridor The following major improvements are components
\ Study" completed by the City in 1989. Future of the recommended and planned transportation
\
'extensions of new Highway 101 south to TH system:
212 will occur as needed to serve new
development. Full improvement of the Trunk Highway 5 - As was referenced previously in
corridor may not occur until new TH 212 is this report, TH 5 is scheduled to be improved by the
constructed. Improvements south of TH 5 Minnesota Department of Transportation. By
are under discussion with Carver County, but approximately 2002, TH 5 will exist as a four lane
construction of these improvements depend road from TH 41 in Chanhassen to 1-494 in Eden
on MNDOT turn-back program funding or Prairie. This improvement, which will include turn
other funding sources. lanes, will help mitigate peak hour traffic congestion
in Chanhassen and Eden Prairie. The City will
3. Realignment of the West 78th Street/County continue to work to get TH 5 improved to
Road 17 intersection to provide adequate Chanhassen's western border. The current Carver
stacking distance from TH 5. County Transportation Plan indicates a need to 4
lane Hwy. 5 west towards Waconia to accommodate
4. Creation of a new CBD access to Highway 5 traffic flows. I
to accommodate development and to reduce t.40. vv. •
�i "
congestion at other intersections was Crosstown Highway/Townline Road - This
completed by the City in 1989 with the -1-.CZimprovement entailed the extension of Townline
construction of Market Boulevard. With the Road from 1-494 west to CSAH 101 at the
signalized intersection at TH 5, Market Chanhassen-Eden Prairie-Minnetonka border. The {
-
Boulevard will have continuity with realigned extension of this route, completed in 1998, will have yi-
Highway 101. a major impact on CSAH 101 which serves as the
- r � .4- -ri• - common Chanhassen/Eden Prairie boundary north
ROADWAY PLAN of TH 5.
Traffic on Chanhassen's roadway system will State Trunk Highway 212 - Construction of TH
continue to increase due to new commercial, 212 along a new alignment has been under
residential and industrial development and changes consideration since the early 1950's. Cities along
in socio-economic conditions. The impact of added the corridor have cooperated in providing funding
traffic will be more evident on the1primarily the to prepare an environmental impact statement (EIS)
arterial and collector routes. However, failure to for the project and have officially mapped the
address capacity issues on major routes will result right-of-way within the corridor. Plans call for TH
in more traffic diverting to local streets. This can 212 to be built as a four lane freeway facility. At
result in safety, speed and other undesirable present, the route will be constructed to CSAH 4
impacts to collector routes. over the next two years and-up to Lyman Boulevard
in-Chanhassen during the next 20 years. The
In order to ensure that traffic concerns are project is only partially funded.
addressed thoroughly and comprehensively, the
transportation chapter of the Chanhassen Dell Road/West 184th Avenue - Dell Road in
Comprehensive Plan contains a planned and Eden Prairie parallels CSAH 101 and is classified
recommended roadway system for the year 2020 by the City of Eden Prairie as a collector roadway
(Figure 9). This system is the result of both current north to TH 5 and a minor arterial south of TH 5. It
and past planning efforts including the 1980 and provides a connection from Townline Road on the
1991 Comprehensive Plans, the Year 2005 Land north to Pioneer Trail on the south. Depending
Use and Transportation Study, the Highway 101/5 upon its design and access to the State Trunk
Preliminary Alignment and Land Use Corridor Highway system, Dell Road could play a greater or
Study, the Highway 5 Corridor Land Use Design lesser traffic role than envisioned by the City of
Study, the 1990 Eastern Carver County Eden Prairie. The Dell Road/1-H 5 intersection was
Transportation Study (ECCTS), and the 1998 signalized as part of the TH 5 improvement project.
Carver County Transportation Study.
20
COMPREHENSIVE PLAN UPDATE 1998
vs corridor, the City recognized that since the
--d', 111-41-- • t„Kr realignment will involve total reconstruction, a
y , t, ,� _ t.= unique opportunity exists to create CSAH 101 as an
o� , � : attractive approach to the community. The planned
qtr ''-ri 1 interchange of TH 212 and CSAH 101 will provide
,_ ' 4' C�� 4:� downtown Chanhassen and the industrial area with. • M. t��
-� _ - :_, �_ - S ua i a new entrance. In order to maximize visual and
- functional concerns, CSAH 101 is planned for
`1 reconstruction as a boulevard/parkway with a
�) ,•..L , landscaped median area from new TH 212 to TH 5.
t �y 'c-7.J..
, �. ,, The alignment of CSAH 101 as it approaches TH 5
- Gr \_i•--• was relocated to the west to intersect Market
- Boulevard. TH 5 will serve as a brief east/west link
i!. i. .' for CSAH 101 between Market Boulevard and
• Dakota Av�prn,u��e where the route will continue to the
,. ._;; .. �2 north. Higgy 101 north of TH 5 and south of TH
• NTERCiAMiES •,•• 212 are clearly in need of improvements. These
- TWO LANE FACILITIES ; ,, ,� improvements are justified today based on capacity
TWO LANE FACILITIES(nen-eastrc, I. ..4 a and safety concerns. The 1998 Carver County
- <-LANE ARTERIALS • -1% Plan projects over 20,000 trips per day on the
4-LANE ARTERIALS iron-wasting) ; -.-.
...._ s-ANEFREE'NAY(ncc�.auntfj.-. - segment north of TH 5 and i-='on the segment south
/ ;2 ofTH5. f ,rfs.
West 78th Street (TH 41 To CSAH 17) - A frontage
RECOMMEDED SYSTEM FIGUREroad along the north side of Highway 5 between
ASSUMES CONSTRUCTION OF TH 212 BY 2020 9 CSAH 17 and TH 41 is planned to serve short term
CITY OF CHANHASSEN
' and eventually long term development in the area.
In 1997 the frontage road was constructed to Lake
Lake Drive - Lake Drive is a planned east/west Ann Park and the access into Lake Ann Park at TH
collector street located south of TH 5. This route 5 was closed. The frontage road will also provide
will serve as an important collector for direct access to the residential and neighborhood
Chanhassen's eastern industrial area. The last commercial uses planned along the north side of
segment of Lake Drive still to be completed will TH 5.
connect Audubon Road to Powers Boulevard
(CSAH 17). The alignment of this route south of Trunk Highway 7 (North Minnewashta Area) - A
TH 5 separates planned industrial uses from study of the entire TH 7 corridor was completed in
planned residential uses. late 1986. Various alternatives were identified to
(c tl I q 't f) improve the corridor along the north side of Lake
County State Aid Highway 101A Planning efforts Minnewashta. The alternatives involved a variety of
since 1980 have consistently identified the need street closures and re-routings in the residential
for improvements to CSAH 101. A design study areas east of Minnewashta Parkway. The goal of
for the roadway to Townline Road/--Town-Line- the recommendations is to reduce the total number
Road is scheduled to be completed in 1998. of intersections along the route thereby improving
Planned improvements north of TH 5 consist traffic flow. At the present time, Chanhassen and
primarily of reconstruction and realignment of the the other communities along the corridor are
route north of the intersection of CSAH 101 and working with MnDOT in implementing the
West 78th Street to effectuate better traffic flow. recommendations as funding becomes available,
which is currently programmed for 2000 and 2001.
South of TH 51 major improvements are needed.
The 1980 and 1991 Comprehensive Plans and the Trunk Highway 41 - Historically, the Minnesota
2005 Land Use and Transportation Study called for Department of Transportation has had an interest
the total realignment of CSAH 101 between TH 5 in realigning and extending TH 41 south to and
and Lyman Boulevard. In reviewing the CSAH 101 across the Minnesota River. To date, however,
21
COMPREHENSIVE PLAN UPDATE 1998
there are no plans to actually implement a new road As Chanhassen continues to develop,
along this alignment. This alignment is identified on transportation conflicts and inconsistencies will
the Carver County Transportation Plan as a "study become evident. These situations, unlike planning
and/or reserve right-of-way" corridor. It is not for major routes, are not predictable since they
currently identified on Chanhassen's transportation result from the merging of existing and new land
system, however, it can be added if the County or use patterns. The Comprehensive Plan can be a
State feel that the realignment is still justified. If useful tool in assisting the City in resolving these
appropriate, the City of Chanhassen will work with local access situations. It is the city's policy to
Carver County and the City of Chaska to further require interconnections between neighborhoods to
define the need for the realignment of TH 41 foster a sense of community, to improve safety, and
including the possibility of a new river crossing. to provide convenient access for residents.
However, if the current alignment is retained, TH 41
would need to be upgraded to a four lane cross Often, during the subdivision review process, the
section from TH 5 south into Chaska. In addition, need for future extension of local streets becomes
the vertical alignment of the south approach to T. H, apparent. As a result, access concepts are
5 must be reduced to improve the safety of this I developed to assist in creating an acceptable
heavily used intersection. _ +d configuration for the plat and as a guide for the
i future development of adjoining parcels. It is the
County State Aid Highway 101/Proposed TH City's intent that the Comprehensive Plan serve as
212 and CSAH 17/Proposed TH 212 an implementation tool by providing a means by
Interchanges —_Plans for new TH 212 call for an � which to record these access plans, legitimizing
interchange at CSAH 101 in Chanhasserl,and them by nature of the fact that they are approved
construction of an interchange at County Road 17 t. by the City Council prior to recording. It also will
and TH 212. provide a useful means of providing information to
(1__et. 11,-t_ rX+ktiti - t. f' residents and developers seeking information or
EastIWest-Collector:=South of TH-5— At the future development potential. These concept plans
present time, the Chanhassen transportation are illustrated below. Additional concept plans will
system does not accommodate east/west C,, C be added to this document over time as they are
movements, south of TH 5 between Audubon developed.
Road and TH 41 . A collector roadway system in
this area is needed to provide access to property Tanadoona Drive-Dogwood Road/Crimson Bay
and to discourage local trips from using TH 5. Road - At the present time, Crimson Bay Road
Coulter Boulevard w bpc4ink(94I f ot€1,0* . � does not connect to Dogwood Road to Tanadoona
Road west of Galpin^n 1998. T.h �pieect-we,,k- ,t Drive. Correspondingly, both of these
som he-souti- H-b--frontage•road. -f- eighborhoods have only one means of egress/
0^4 -wingress. A future street connection in this area is
Neva Regional River Crossing: South of New .1 needed to alleviate existing access problems.
TH 212 to TH 169—Currently, TH 41 and
CSAH 101 bridges serve the river crossing needs Carver_Beach Road Conditions - Chanhassen's
for the region. both these routes are anticipated Carver Beach neighborhood was one of the first
to be significantly over capacity. A regional river residential developments on Lotus Lake. This area
crossing has been identified on past plans, consists of smaller lots and narrow rights-of-way.
however, a limited amount of work has begun to Drainage problems occur due to topography and a
preserve a corridor for this facility. The City lack of storm sewer facilities in some portions of the
should work with adjacent communities, Mn/DOT area. Improvement of existing conditions can only
and the Metropolitan Council to determine occur in a comprehensive manner involving the
potential alternatives to address capacity needs in reconstruction of both streets and utility systems.
the region. Because of development constraints, typical street
standards will not be applicable in this area.
OTHER RECOMMENDED LOCAL STREET
IMPROVEMENTS Nez Perce/Pleasant View_Road Connection -
During review of the Vineland.,
Forest plat, it was
0,-0-w�.c,4_ Ctry t.-1 titT 41 04,„ pry-ry- wu 4,
22 y ) ) H 44
f P . .�� rt.,.4c
COMPREHENSIVE PLAN UPDATE 1998
evident that a connection between Nez Perce/ ALTERNATIVE MODES
Lake Lucy Road and Pleasant View Road was
warranted since there w �9.,north/south Transit
connection between Gounty Road 17 and Lotus
Lake. Improved access is needed for local trips Transit needs in Chanhassen were identified in the
and to ensure the adequate provision of Metropolitan Council's Transit Redesign (1996).
emergency services. At the same time, there were The findings and recommendations from this study
concerns voiced regarding the introduction of 4s"summarized below.
additional trips onto Pleasant View Road since the - -
street already suffers from capacity and design Metropolitan Council's Transit Redesign
constraints. Therefore, it was determined that the
Pleasant View Road intersection should be The Transit Redesign serves as a regional policy
located as far west as possible at the Peaceful framework for the promotion of transit throughout
Lane intersection. the Twin Cities Metropolitan Area. Within this
context, four transit market areas plus localized
Melody Hill connection between Chaska Road and pockets were defined based on population and
Murray Hill Road. This connection would provide employment densities. Chanhassen has been
an alternate means of access to the Minnetonka identified with Area IV, indicating a population
Middle School. In addition, it would provide local density less than 5 persons per acre. As a result,
access for residents to the neighborhood transit in Chanhassen should emphasize 1) Small
commercial center at TH 7 and TH 41. Currently, bus or Dial-A-Ride service providing county or rural
residents must drive in to Shorewood and loop circulation, and 2) commuter bus service tied to
back on Chaska Road to reach these areas. This major park-and-ride lots to create travel volume. In
connection would provide only local access in this , addition, the Transit Redesign Study identified
area, since the coroplet_ian of Lake Lucy Road-to `"'localized pocket that have higher population and
the soutijwill_serve`as' ie primary east/west job densities than those for Area IV. Chanhassen
connection for northern Chanhassen between has one pocket located at the TH 5/TH 41
Galpin Boulevard and TH 41. intersection. Suggested service in pockets is
similar to Area IV except that the commuter bus
Timberwood Drive/Stone Creek Court. The service may have localized service in addition to
neighborhoods of Timberwood Estates and Stone linking with major park-and-ride lots.
Creek are separated by approximately 30 feet of
unfinished roads. This connection would permit Although private cars comprise the most commonly
the residents of Timberwood Estates to access the used mode of transportation for Chanhassen
Bluff Creek trail system. In addition, this residents, mass transit serves as an important
connection could provide a secondary access for alternative to automobile use and serves as one leg
Timberwood Estates for residents and emergency of a multi-model transportation strategy for the
vehicles. community. Two forms of mass transit, buses and
light rail/commuter rai 'are specific components of
Kiowa Trail/Springfield Drive. Back-to-back cul-de- this plan. Plans for these services are outlined as
sacs shall-be provided at the Kiowa Trail follows:
connection. The pavement for the northern cul-de-
sac shall be installed to.the project property line. A Buses
breakaway barricade shall be installed to prohibit,
through traffic on Kiowa Trail. The cul-de-sac shaft In late 1986, Chanhassen joined the cities of Eden
be temporary until either area residents petition the Prairie and Chaska in the creation of the Southwest
City to open the connection or Highway 212 is Area Transit Commission, operated under a joint
constructed at which time traffic patterns will be powers agreement between the communities, to
changed. provide transit service known as the Southwest
Metro. Chanhassen's contract with Chaska and
Eden Prairie is a joint powers agreement renewable
on an annual basis. The City will continue to
23
COMPREHENSIVE PLAN UPDATE 1998
monitor the effectiveness of the Southwest Metro opportunities. For example, group rides are
program in providing cost effective transit service to available for a variety of business, schools,
the City of Chanhassen. organization, and others. Wherever possible,
Southwest Metro provides buses for little or nq( --
There are several services provided by Southwest charge for community purposes in Chanhassen and
Metro: other service communities.
Express Service - This service provides express tn-addition;Atm report-iists-potential new services _
service for passengers working in downtown Southwest Metro may consider and proposes new
Minneapolis. Riders are picked up at the park and policy agendas to promote Travel Demand
ride lot in Chanhassen and driven to downtown Management (TDM) strategies. A copy of this .
Minneapolis without stopping. At the end of the report is provided as an appendix to this Plan.
workday, the service is reversed taking passengers
back to Chanhassen in an expressed manner. Lastly, the City supports investigation of TDM
strategies to reduce trip levels on area roads.
Tele-bus - Residents are able to make reservations The City will be advocating the development of a'
for dial-a-ride bus service which provides for multi-community, multi-county partnership with the '
address to address transit within Chanhassen, business community to promote these strategies.
Chaska, and Eden Prairie. Individuals may also
have standing reservations for this service, Light Rail Transit (LRT)/Commuter Rail
providing transit service for their work needs,
service needs, and to provide transit for children Light rail transit is a mode of transportation that is
after school. currently being considered for construction in the
Twin Cities Metropolitan Area. In 1987, Hennepin
Circulator- Circulator bus service within the three County received authorization from the State
communities served by Southwest Metro was Legislature to prepare a Comprehensive LRT
established in 1997. This service connects riders System Plan for Hennepin County. The Hennepin
to major destination points in the three cities. This County Board intends to implement light rail transit
service provides direct connections for in the county. Toward that end, the County
Chanhassen residents to Chaska and Eden Prairie. established the Hennepin County Regional
Railroad Authority to administer, at least, the initial
Reverse Commute - To serve business in the area, stage of the system. Hennepin County owns
the local Chambers of Commerce created a railroad right-of-way from downtown Minneapolis
Reverse Commute Task Force which in conjunction to Victoria. Other counties in the metropolitan
with other agencies helps to match employees in area have followed Hennepin County's lead and
Minneapolis with businesses in Chanhassen. have also established railroad authorities.
These routes start in Minneapolis and bring
passengers to job sites in Chanhassen. Starting Early system planning has identified two routes,
with only five passengers in 1992, the program has one or both of which may ultimately be extended
grown to serve approximately 400 - 450 into Chanhassen (Figure 10). Of the two, the
passengers and 45 - 50 employers. The City's northern alignment has received the highest
rapid growth as an employment concentration priority. Although both alignments provide potential
warrants service to facilitate work trips. benefits to Chanhassen residents, neither
significantly impacts the city in terms of land use
Special Routes - Southwest Metro provides special and direct accessibility. There are no proposed
service routes to regional locations including station sites within Chanhassen's borders.
Southdale, the Mall of America, and the
Minneapolis-St. Paul International Airport. The northern alignment which has an identified
station in Excelsior provides the most benefit to
Other Services - Because the agencies mission is Chanhassen since the City's population resides
to meet the transit needs of the community, primarily in the northern half of the community. The
Southwest Metro provides a variety of other transit southern alignment travels along the bluff area in
24
COMPREHENSIVE PLAN UPDATE 1998
southern Chanhassen which is presently outside of
the MUSA line area arknot likel*t see urban
development within the t++ ea ree'of fan. As Iii-4,.-
-1 I. •
a result, it is viewed as somewhat of a commuting • 0 ' 'i. 1 �• i r 'e<<13 S
route from Chaska to downtown Minneapolis and J g>._: ' o'%- fid , .
various stations along the route. �a_-•,- 1''
If the northern route is eventually implemented, A t ; '
Chanhassen residents wishing to use the system
will have to rely on bus transit connections to •••-• 8
Excelsior (if available) or will require park and ride o �i,�
sites in the vicinity of the station. The City will z r'--'
continue to monitor the implementation of light rail 'N'
and station plans to assess their adequacy and �; I j :
their impact on existing private patterns and bus t ! ' 1
transit systems. • 3 � --
�.-; i
Commuter Rail - The city supports the continuing ``-` 1z:---:. g
investigation of Commuter Rail as a transportation -Z,_,- ;--•
g o-
NORTH ROUTE F �^
alternative for the community, the region, and the ROUTE oF "'
NICOLE
state. The Twin City & Western Line, which runs ---$OUTH ROUTE ,I \ -11
through the heart of Chanhassen is currently under ••
consideration as a possible route. •• , - t%
Park-and-Ride FIGURE
1 RAIL/COMMUTER RAIL CORRIDORS
10
Chanhassen currently maintains a park-and ride- , CFrY OF CHA HASSEN
stop;on Market Bo levard. Eventually, the city would
like tolelocatelIn stop fyQ a location that provides • Rail-Gorridors offer employees flexible work
improved utilization and permanent parking facilities. hours and set a goal to reduce peak hour trips
♦The City will also work with Southwest Metro to by 10 percent; and
locate park and ride stops at the future Hwy. 101/
i Hwy. 212 interchange and-potentially at the east end •—Participate-in a Travel Demand Management
of the Central Busin ss District. - ',� Organization-(TMO) specifically set up for major
"� e+ .�� 'i --•4--� employers. This group will consider TDM
{' , '`av . and t --rr�� e` t��' ' -"- "°`- • measures that require cooperation among
�,- Travel Demand fVlanag�ment
�� L. l ,r _ , several employers such as, but not limited-to:
Travel Demand Management(TDM) programs will
also provide an opportunity to reduce travel demand - _staggered start times
on the regional highway system. The employment - ,an-pools_
concentrations anticipated for the area, particularly in - trip reduction goals
the office complexes, provide the City with a - transit subsidies
tremendous opportunity to implement TDM programs.
As part of its standard approval process, the City will In addition, every employer, regardless of size, will
work with new employers locating in the shady area to be required to provide a convenient carpool/
ensure that employers will: vanpool drop-off site that does not interfere with
other traffic. This drop-off site will be consistent
• promote carpooling by providing information on with applicable ADA requirements. The City may
carpooling and vanpooling to employees on a allow a group of employers to provide a shared
regular basis, providing preferential parking drop-off site as long as the site is accessible to all
and guaranteed-ride home; participating employers.
• encourage employees to participate in It will be the goal of the City to reduce peak hour
Minnesota Rideshare's ride-matching program; trip generation,to-and-from the study area-by--10-
25
COMPREHENSIVE PLAN UPDATE 1998
.percent-through-the-use of a combination of transit require that these pedestrian linkages be included
service and TDM programs. as part of the development.
RELATIONSHIP OF THE TRANSPORTATION PLAN
Airports TO THE METROPOLITAN SYSTEM
There are no existing or planned airports within the In 1997 the Metropolitan Council issued a Systems
City of Chanhassen. Commercial air service is Information Statement to the City of Chanhassen.
available at Twin Cities International Airport and The City was encouraged to address issues
general aviation is available at Flying Cloud Airport identified in the Statement, and to ensure that
in Eden Prairie. Flying Cloud Airport is planning in Chanhassen was consistent with the
approximately 4 miles east of the City of Metropolitan Council's newly revised Transportation
Chanhassen. Policy Plan. This section is intended to identify how
the revisions to the City's Transportation Plan
Despite the lack of airports in Chanhassen, the support the Metropolitan Council's Plan.
City has two primary aviation concerns: first, that
physical obstructions are controlled and secondly, As the region continues to grow, utilization of the
seaplane operations. At the present time, the metropolitan highway system is expected to
tallest manmade structures within Chanhassen are increase. In some cases, these facilities will
the City's water towers, which average 135 feet. become congested. Because of the regional
Structures under 200 feet are not considered function that these facilities perform, many of the
obstructions under State rules. Radio towers are factors affecting segments that are in the City of
the only potential structures that may exceed the Chanhassen are beyond the City's control.
200 foot threshold. If proposals for towers occur, Nevertheless, the City supports the desire to
the city will require that they comply with all State, resolve transportation issues by coordinating its
Federal and local requirements. own efforts witlf,those of adjacent communities,
Carver County,rt he Pinnesota Department of
Lakes Minnewashta and Riley are used by Transportation, and the Metropolitan Council.
seaplanes at the present time. To date, there have
been few conflicts between boat traffic and To this effect, the City has undertaken a
seaplane usage. Continued usage in these areas comprehensive approach for dealing with these
is not viewed as a major issue due to the small transportation issues. This approach considers the
number of aircraft and off peak hour operation by following methods for dealing with current and
their owners. If in the future, the numbers of future problems: (1) an updated roadway plan, (2)
aircraft increases or the potential for serious usage support of regional programs and activities; and (3)
conflicts occurs, the City may work with State and initiation of a TDM program. The City's approach to
regional authorities to limit or ban seaplane usage. each of these is described below:
Trails And Sidewalks 1. The City has adopted a Transportation Plan
that recognizes the need to support the
While discussed primarily as part of the recreation metropolitan highway system. The major
element in the Comprehensive Plan, the city elements of the new plan are:
desires to be pedestrian friendly. To accomplish
this, the city must assure that city improvements • An arterial and collector system spaced in
and private developments provide pedestrian and accordance with Metropolitan Council
bicycle linkages. An integral component of the guidelines contained in the Transportation
transportation system is the pedestrian and bicycle Policy Plan.
sidewalks and trails (Figure 11—see next page).
The city continues to plan for an extensive trail • An arterial system that provides both east-
system throughout the community. These trails will west and north-south continuity between
provide linkages between individual neighborhoods the City of Chanhassen and adjacent
as well as connecting these neighborhoods to the communities, thus providing alternatives to
rest of the community. As new development is the metropolitan system for medium- and
proposed and reviewed, the city will continue to long-distance inter-community trips.
26
COMPREHENSIVE PLAN UPDATE 1998
Figure 11
Trail Map
27
COMPREHENSIVE PLAN UPDATE 1998
Arterials and collectors that are parallel to the the opportunities and limitations that the plan
metropolitan system, thus providing alternate provides, thus enabling all interested parties to plan
routes for short and medium length trips, and with full knowledge.
eliminating them from the metropolitan system.
Jurisdictional Realignment Process
2. The City of Chanhassen supports Metropolitan
Council and Mn/DOT plans to improve the In general, it is good policy that Carver County and
metropolitan transportation system in the the State (Mn/DOT) assume responsibility for the
following areas: arterial system, and that the City assume
responsibility for the collector and local street
• Installation of ramp metering and bypass systems. This is, to a large extent, the situation in
lanes aimed at preserving the level of Chanhassen. Currently, Carver County has
service on the metropolitan highway accepted the turnback of TH 101. Other roadways
system. To this end, the city will that are under consideration for jurisdiction change
coordinate site-specific installations with include:
Mn/DOT in order to develop geometric
designs at access streets that will • County Road 117 (Galpin Boulevard) from TH 5
accommodate the resulting queues and to the north City limits (turnback from County to
reduce the traffic impacts on the local City). This roadway is designated as a local
street system. collector street and does not function to serve
regional or inter-county type traffic.
• The City supports the efforts of Mn/DOT
to construct TH 212. • Old TH 212 from west City limits to east City
limits. Assumes new TH 212 would be �S
PLAN IMPLEMENTATION constructed. Old TH 212 would then revert to
function as an "A" Minor Arterial and be revert
Previous sections have examined future travel to County jurisdiction.
demand, have suggested guidelines for developing
a Transportation Plan, and have recommended a •
TH 5 and TH 41 —The TSP developed by Mn/
Plan that is responsive to these considerations. DOT indicated that all non principal arterial
This section concentrates on examining the steps routes in the metropolitan area should be
necessary to implement the Transportation Plan. It considered for turnback. This included both TH
discusses a general strategy for moving from 1998 5 and TH 41. These routes currently play a
to the future in accomplishing the plan. critical role in the region. A jurisdictional
change should not be considered unless new
Transportation Plan Adoption TH 212 is constructed and a new river crossing
is made linking new TH 212 and TH 169.
By adopting the Transportation Plan, the City
Council will establish the guidelines by which Access Management
decisions regarding transportation facilities will be
made in Chanhassen. It should be revised as The City of Chanhassen, through its ordinances,
necessary to respond to changing conditions and has authority to approve developments contiguous
needs. The City should periodically review the to city streets. As part of this process the City will
assumptions under which the plan was developed, work with Mn/DOT and Carver County on managing
including estimates of future development, access to all rerial and important collector routes
population trends, changing financial resources, within the City.,Access management will help
energy considerations, and citizen and maintain mobility and provide increased safety for
governmental input, and update the plan route users. Access guidelines will be developed 5s4 jtj
accordingly. aspart of the Carver County Transportation Plan. 1,-02
r
The City will assist in this process by carefully G k
`�
The plan should be circulated widely so that considering any parcel splits along arterial
residents and the business community are aware of corridors, promoting frontage and backage
28
Access and Corridor Protection
The City of Chanhassen, through its ordinances, has authority to approve developments
contiguous to city streets. As part of this process the City will work with Mn/DOT and Carver
County on managing access to all arterial and important collector routes within the City.
�..? Access guidelines are important because they define a starting point for balancing property
access, safety and mobility concerns. Transportation agencies regularly receive requests for
► additional access (e.g., new public streets, commercial driveways, residential and field accesses)
and these requests are evaluated by numerous agencies and committees. Because of the number
of individuals and agencies involved, it is easy to have inconsistent application of access
controls. This can result in confusion between agencies, developers, and property owners, as
well as long-term safety and mobility problems. Standard access guidelines can be used to
improve communication, enhance safety, and maintain the capacity and mobility of important
transportation corridors. In addition, access guidelines may be used to respond to access requests
and to promote good access practices such as:
• Alignment with other existing access points
• Adequate spacing to separate and reduce conflicts, and
• Encouragement of indirect access rather than direct access on high-speed, high-volume
arterial routes.
Providing access control in some form, whether it is through grade-separated crossings, frontage
roads or right-in/right-out entrances and exits, reduces the number of conflicts and, therefore,
reduces accident potential. A number of studies have demonstrated a direct relationship between
the number of full access points and the number of accidents, including FHWA Access Research
Report No. FHWA-RD-91-044. The results of this federal study are presented in Figure 12.
Based on current Minnesota Statutes, access may be restricted as follows:
• Mn/DOT may restrict access to right-in/right-out only, or to a single-access point, but some
form of access must be granted to every parcel (the State cannot force a land-locked
situation). To restrict access to a greater degree, Mn/DOT must acquire the right to access
through negotiation or eminent domain. Mn/DOT can also affect access through its
comments to local governmental units on plats and through its driveway access permitting
process.
• Cities and counties may control access through zoning and land subdivision regulations as
well as other review procedures and processes. Any number of means may be used to control
access, including access points per land parcel and distance between access points. In fact,
direct access may be prohibited altogether if an alternative, indirect access is available.
52
Since stronger access controls are available at the County and city level and these units of
government are usually involved at the planning stages, access guidelines and corridor
management practices should be focused at this level. However, the potential long-term benefits
of access management requires support and good communication at all governmental levels.
Access guidelines have been developed for public streets and private accesses (Table 6 and Table
7). The implementation of the guidelines can be achieved through a number of different
methods, e.g., land use regulations, subdivision regulations, access permit processes, and
access/transportation advisory committees. These processes should be developed so that they
can deal with situations that either are outside the guidelines or are hardship cases. In existing
corridors where significant development has occurred, the number of existing access points is
likely to exceed the access guidelines. Unless these areas are undergoing redevelopment, their
access must be addressed or approached differently.
The proposed access control approach is to minimize any new accesses while consolidating
and/or reducing existing access points as redevelopment occurs.
It is important to consider the following points when reviewing the guidelines and addressing
access issues:
• The guidelines will not cover every access situation.
• Guidelines should be used as long-term goals, not as absolute rules.
• Maintaining some flexibility is important in promoting access consolidation.
• Approach to implementation is as important as the guidelines themselves.
• Existing physical barriers or constraints need to be considered.
The following access controls/policies offer some alternatives for minimizing access and access
problems:
Encourage shared driveways and internal circulation plans. If indirect access cannot be
achieved during plat reviews, promote internal site circulation using shared access points.
Restrict turning movements to reduce conflicts. If access points cannot be eliminated, consider
turning movement restrictions (e.g., left-in only, or right-in/right-out only) through
channelization, such as installation of raised median, or signing. Eliminating a single turning
movement can significantly reduce vehicle conflicts and potential accidents.
54
Develop parallel street systems for carrying local traffic. Make sure that important arterial
routes have a good parallel street system to provide the local access function and to carry shorter
local trips.
Develop proper setbacks for future frontage roads. If frontage roads cannot be justified
(benefits do not outweigh costs), make sure that proper building and parking lot setbacks are
established so that future frontage roads can be installed with minimal impacts.
Develop proper secondary street spacing. When reviewing plats and new development
proposals, be sure that they provide proper intersection spacing for future signals. As a
guideline, signalized intersections should be limited to through streets with spacing between one-
quarter mile and two-thirds mile depending upon the type of street. Collector streets should
provide some continuity and connectivity with other street systems.
Encourage proper lot layout to minimize access points. Promote direct residential access points
onto local routes, not arterials or major collectors. Direct residential access off arterial or
collector routes can result in complaints when traffic levels increase. In rural areas, where farms
have one access point per 40-acre entitlement and where they cluster lots in one portion of the
farmstead, access should be encouraged off local roads, not high-speed, high-volume state or
county roads.
Encourage connectivity between developments. Individual developments should align streets to
provide access to existing developments or reserve right-of-way to provide for future connections
to adjacent developments. This promotes neighborhood connectivity, good emergency services,
and more efficient travel for mail, garbage and bus services as well as street maintenance
activities.
Consider official map process for important corridors. Important arterial corridors or future
interchange areas that are located in development-prone areas can be protected through an
official mapping process. Local agencies should revise zoning ordinances and subdivision
regulations to provide for dedication of officially mapped corridors at the time of platting.
Establish Improvement Programs
`, An overall `strategy of improvement, tempered'by fiscal constraints, begins with an analysis of
key intersection capacity improvement projects, safety',improvements and the protection of
aceess.1?y establishin I strict standards and iby designating necessary right-of-way. Identifying
future ieeds/f''or facili &\rights-oc way foll wed by timely "set-aside" rograms will, in the long
run, say the commu •ity'much inrthe way f financial resources. Roadway improvements should
also;be 'geared\tow d providing`\for tra sit needs, particularly in/the area of meeting turhiing
radii,traffic signalsand adequate r'oadw y structure.`It should be pointed out that non-mot6rized
travel needs alsolmust be carefull considered. Chanhassen will continue its policy of
designating sufficient right-of-way to provide for sidewalk and/or bikeway needs.
58
COMPREHENSIVE PLAN UPDATE 1998
roadways to serve developments rather than direct transportation related funds for expenditure. The
access In addition,—the city will make-available any fund receives revenue from two principal
access-guidelines to developers-so:that they are sources: 1) gasoline taxes, and 2) vehicle
aware of lirriitations prior to beginning preliminary registration taxes. These two sources are
platting of property. permanently dedicated to this fund. Ninety-five
percent of the net proceeds of the Highway User
Establish Improvement Programs Tax Distribution Fund are distributed annually
according to a constitutionally mandated formula:
An overall strategy of improvement, tempered by 62 percent to the Trunk Highway Fund, 29 percent
fiscal constraints, begins with an analysis of key to the County State-Aid Highway Fund, and 9
intersection capacity improvement projects, safety percent to the Municipal State-Aid Street Fund.
improvements and the protection of access by
establishing strict standards and by designating Assessments
necessary right-of-way. Identifying future needs for
facility rights-of-way followed by timely "set-aside" Property that benefits from a roadway scheduled
programs will, in the long run, save the community for improvement may be assessed for a portion of
much in the way of financial resources. Roadway the cost of construction. In order to assess a
improvements should also be geared toward property owner, it must be demonstrated that the
providing for transit needs, particularly in the area value of their property will increase by at least the
of meeting turning radii, traffic signals and amount of the assessment. For this reason, it is a
adequate roadway structure. It should be pointed limited source of revenue. It is also limited by the
out that non-motorized travel needs also must be almost certain requirement that property be
carefully considered. Chanhassen will continue its adjacent to the roadway. It is difficult to show direct
policy of designating sufficient right-of-way to benefit to property that is not contiguous.
provide for sidewalk and/or bikeway needs. Nevertheless, this is an important source of
revenue for the City.
Sources Of Funding !
Ad Valorem Taxes
Roadways under city jurisdiction are maintained,
preserved, constructed and re-const ucted by the If 20 percent of the cost of a city project can be
City's Department of Public Works rii ing f`or " assessed to the adjacent property owners, the
these activities, including the administrative costs of remaining cost of the project can be added to the
operating the department, are obtained from a ad valorem or property taxes of the remaining
variety of sources including ad valorem taxes, property owners in the City. Ad valorem taxes for
special assessments, development fees and tax street improvements are excluded from the state
increment financing. A major concern of the City is mandated levy limits.
the availability of sufficient funds for maintenance
and construction activities. If funds are unavailable, Tax Increment Financing
needed projects may be delayed or terminated and
maintenance of existing facilities may fall short of Establishing a tax increment financing (TIF) district
acceptable standards. The following discussion is a method of funding infrastructure improvements
explains the existing sources of funding and that are needed immediately using the additional
potential new sources of revenue. tax revenue to be generated in future years by a
specific development. Municipal bonds are issued
State Aid against this future revenue which is dedicated for a
period of years to the repayment of the bonds or to
An extremely important source of revenue to the other improvements within the TIF project area.
City is state-aid. A network of city streets called When used appropriately, a TIF can accelerate
Municipal State-Aid Streets (M.S.A.S.) is eligible for economic development in an area by insuring that
funding assistance with revenue from the Highway the needed infrastructure is in place without
User Tax Distribution Fund. This fund acts as a requiring support from the usual funding. This
distribution or tax clearance fund, and tax income method of financing has already been used
received into the fund is transferred to various successfully in the City of Chanhassen and is
29
COMPREHENSIVE PLAN UPDATE 1998
expected to be used again in selected areas in the entire street system. Such a utility would be
future. administered by individual cities, with each city
deciding on their own fee structure. At the present
Potential Sources of Revenue time, this sort of revenue source is not permitted by
the state, but efforts are underway to persuade the
Revenues available from current sources of funding State Legi1ture to pass legislation allowing the
are not always sufficient to meet highway cities to obtain revenue in this way.
maintenance and construction needs. In order to
reduce the potential shortfall of revenue, other APPENDICES
sources of funding need to be considered> wo- ''\ Local Planning Policies
options include impact-fees and road access•
charges. =llor � 5, Chanhassen has different policies pertaining to
5-�� �„._f Sit 4 , �•t construction standards for urban versus rural local
Impact Fees—Impact fees are assessed to streets. Urban roadways are required to dedicate
individual developers as property is improved. An 60 feet of right-of-way for local streets and 28 - 32,
r
attempt is made to determine what impact the foot wide pavement width. Rural roadways are also,
additional traffic will have on roadways both near required to have a bituminous surfacing 24 feet
the development and away from it. The cost wide contained within a 60 foot right-of-way. Right- 6
associated with improving the roadway system of-way widths may be reduced to 50 feet if there
sufficiently to handle the additional traffic is are extenuating environmental or physical
assessed to the developer, constraints on a property.
Road Access Charge—Impact fees are assessed Current city policy also allows the construction of
after an attempt is made to determine the specific private streets. Four single family residences may
impacts of a specific development. A road access , be served if it is demonstrated to be unfeasible or
charge would be assessed all new development unnecessary to construct a public street. In such
based on the trip generation rate of the new cases, 30 feet of easement is required with the
development but without documenting specific roadway consisting of a 20 foot wide paved surface.
impacts. Revenues from this funding source would Multi-family private streets require 24 feet of paved
be used to construct or improve arterial and surface in 40 foot easements. Commercial,
collector streets in the jurisdiction collecting the tax. industrial, and office development may be served
New legislation would be required for this type of by 26 feet wide paved private streets within 40 foot
funding mechanism to be implemented. Cities are wide access easements.
in a position to assess these fees because of their
zoning and development authority. I
Transportation Utility Billing—Under the concept of
a municipal transportation utility, all properties
would be subject to a periodic fee (i.e., monthly,
quarterly), based upon the number of vehicle-trips
generated by the type of property. This revenue
would then be used for transportation
improvements that produce community-wide
benefits including the reconstruction of existing
roads and preventive maintenance to reduce
deterioration. Such a fund would be especially
useful/for the maintenance of collector streets
which are under the city's jurisdiction, particularly
when it is difficult to show enough direct benefit to
adjacent property owners to be able to charge an
assessment. The periodic nature of the utility
billing would also provide a stable source of income
to support a regular maintenance program for the
30
APPENDICES
61
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
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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
/ `
FUTURE TRIP
DEVE_CFME'v i GENE:AT1CN
ASSUMFTICNS MCCEL
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'V
TRIP
CENEFATICN
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AN..LYS1S •
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r
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ANALYSIS
I
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City of CITY OF CHANHASSEN TRANSPORTATION PLAN FIGURE
Chanhassen Travel Forecasting Process I [ B-1
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•
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.
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CHANHASSEN PLANNING COMMISSION
REGULAR MEETING
AUGUST 5, 1998
Chairman Peterson called the meeting to order at 7:05 p.m.
MEMBERS PRESENT: Ladd Conrad, Alyson Brooks, Craig Peterson, Matt Burton, and
LuAnn Sidney
MEMBERS ABSENT: Kevin Joyce and Alison Blackowiak
STAFF PRESENT: Bob Generous, Senior Planner; Sharmin Al-Jaff, Planner II; Cynthia
Kirchoff, Planner I; Dave Hempel, Asst. City Engineer; and Phillip Elkin, Water Resources
Coordinator
PUBLIC HEARING:
REQUEST FOR REZONING OF 6.39 ACRES FROM A-2, AGRICULTURAL ESTATE
DISTRICT TO PUD, PLANNED UNIT DEVELOPMENT; PRELIMINARY PLAT OF
6.39 AACRES INTO 7 SINGLE FAMILY LOTS AND 2 OUTLOTS; AND VACATION
OF A PORTION OF THE DRAINAGE AND UTILITY EASEMENTS LOCATED ON
LOT 9, BLOCK 1, STONE CREEK 6TH ADDITION. THE PROPERTY IS LOCATED
EAST OF GALPIN BLVD. JUST NORTH OF STONE CREEK ADDITION, LYNMORE
ADDITION, DAVID D. MOORE.
Public Present:
Name Address
Steve Slutner Tech Design
Mr. & Mrs. Roger Schmidt 8301 Galpin Blvd.
Laurie Juelich 2246 Stone Creek Lane East
Mrs. DeLorenzo Stone Creek Lane West
Sharmin Al-Jaff presented the staff report on this issue.
Peterson: Thank you. Questions of staff. Sharmin, can you put up for me, I need some help
thoroughly understanding where the private drive is going to go now and in the future. You
spoke of potentially four homes but yet you think five potential. You can do four private homes.
Four homes on a private driveway and you're asking...now, five. That it does go to five.
Al-Jaff: We believe that Mr. Schmidt's property located, we don't have the survey of his
property. We don't have a survey of his property which makes it very difficult for us to prepare
an accurate plan. However, Bluff Creek runs through this property and there are some very steep
slopes. We believe that you could potentially get three additional homes. There is an existing
house. There are three, potentially three additional homes that could be placed on this parcel.
Planning Commission Meeting - August 5, 1998
Now if our calculations are wrong and they could squeeze a fifth parcel on this site, then rather
than putting in a full city street, we're recommending a variance to the private driveway
ordinance to allow sites to be served via private driveway.
Peterson: Is that appropriate to grant that variance now or when that's...?
Al-Jaff: When that subdivision comes in.
Peterson: So really it's relevant to today's?
Al-Jaff: No. We just wanted to bring to your attention and we thought we should address it
now. That in the future when this subdivision comes in, it won't be a surprise to anyone.
Peterson: My understanding, more for my own edification than anything else, condition number
1 we talk about guaranteeing transplanting trees for a minimum of one year. I haven't seen
that... Is that something that's...
Al-Jaff: Whenever we require any type of plantings, we require the applicant to guarantee them
for two growing seasons, which means two years. We wanted to make sure that the same rule
applies for transplanted trees as well. Chances of survival for grown trees is a lot less.
Peterson: ...
Al-Jaff: I said two didn't I. It's one year. It's one full growing seasons.
Peterson: Other questions of staff?
Sidney: Any comments? I guess I had mentioned this. I didn't see the notification and the list of
people notified in the packet so we need that for Council I'm sure.
Peterson: Any questions or comments?
Conrad: Just one. What are the two outlots for?
Al-Jaff: Outlot B is for future development. Outlot A is for parkland.
Conrad: And B, what could be on B?
Al-Jaff: Staff is recommending a private driveway to serve the property to the north and
potentially another building site.
Peterson: Would the applicant or their designee wish to address the commission?
Steve Slutner: Thank you. My name is Steve Slutner. I'm President of Tech Design, the
engineering firm to represent the parties,the owners. That would be Gil Vander Ham and Dave
2
Planning Commission Meeting-August 5, 1998
Moore are owners of this project. Reviewed significantly I think maybe I should start out your
question about the Schmidt property. One of the things, as we went through the process and we
did meet several times with staff. We met with them. Dave met with them several times before I
ever got involved. We met with staff on December 11th, January 15`h,February 20`h, 24`h, 25`h,
27th So it went through a lot of iterations and I could show you all those iterations but
essentially we started out showing a private drive in the portion of Outlot A. A private drive that
came back through here and serviced four lots in that area. What we were then told by staff, is
that before we were allotted a private drive we had to prove that we could get a public street in
there first and then environmentally if it made more sense to go to a private drive, because we
have to take out a lot of trees or the terrain didn't, that didn't work very well on the terrain, then
what we would do at that point would be able to get a private drive essentially. What we've done
in that case since then too, through that whole process is the Bluff Creek watershed protection,
which you guys are very familiar with, came into light at that point. At first we thought we had
to stay 150 feet from Bluff Creek. Since then obviously it's in the primary zone. Even though
the ordinance hasn't become part of city code yet,we're still saying you know that's fine. We'll
move things to the front but through those determinations it was found that we could potentially
fit 11 lots on this site. I think that's critical because according to that we could fit 11. We could
cluster up to 11 up in front. We're not asking for that by any means. According to that we're
asking for, as you can see, a lot less lots. So when we talk about the Schmidt property, when
that's brought up, I guess it would be my understanding that they would have to show physically
that, because what we did, had to show that they could get a public street in there to serve it first
before they would be allowed a private street. So we would expect the same thing. To answer
your question, and I probably am not in charge of focus here but, get it centered like that. Thank
you. There's a very light line that's shown on here. This is the Schmidt's northern and easterly
property lines right here. It comes from here over to there. And I've overlaid the project onto the
aerial map. The red line that shows right here is actual Bluff Creek. The center line of the creek
essentially. The other red line that I show right here is a 150 foot offset from Bluff Creek. If you
notice their home currently sits in right here and the home actually is within 150 feet at this point.
The green line, which shows up right here, is a 30 foot offset line from the Lynmore subdivision
property line. So you can see there's a very, very narrow band that by ordinance essentially
would be able to be developed. In this area, the band is only about 20 feet wide. So in this area
you can see proportionately it's about 30 to 40 feet wide. So a reason we bring that up is because
there's been a lot of attention. We really came tonight to focus on this subdivision but because a
lot of the recommendations affect this subdivision with relationship to the northern property, we
thought that we should come in and at least address those things. With respect to that, there's
about, if I might go through staff's recommendations and just let you know where we concur and
where we don't concur because I think that's important to you. I agree,we worked with staff
quite extensively and through the process here, Dave also went and talked to all the people in
Stone Creek 6th Addition and talked to a lot of those folks, as many as he could. One of the
promises he made to those people is that, in Dave's words,I'm not going to put a lot of little,
dinky houses in that area. We're going to keep it consistent with Stone Creek. If you look at the
lot sizes, the lot sizes are consistent with more of what you would consider for a normal
subdivision rather than a PUD. The lot sizes are almost all of them are over 15,000 square feet
so even though we're considered by putting it forward in the PUD, we're still staying a lot with
what the R-1 recommendations are. One of the things with Outlot B, if I might focus on that for
3
Planning Commission Meeting - August 5, 1998
a minute. Is this portion is owned by Mr. Schmidt,or by the Schmidts, excuse me. I don't know
who that is in title on. And the rest of this is owned by Mr. Moore and Mr. Vander Ham. The
issue that you have is that there's also a common easement, exit and entrance easement for a
shared driveway. That shared driveway is right at that point. What happens is that that driveway
easement is 60 feet wide,north to south, 200 feet long. And so it actually comes over to about
here and it's shaped like that, the driveway easement. And it's a shared easement. Through that,
and I think that's real critical that that's what's happening with Outlot B. There's been ongoing
negotiations to try to come to some resolve. Nothing's happened to date. The discussions I
believe started in about mid-April and to date there's nothing's that happened. That's why it's
listed as Outlot B. So we go through the staff's recommendations, and especially the
engineering's recommendations. We think we have some solutions that will help with Outlot B.
The other thing that I think has been important and when we saw the letter here essentially is
under Finding number 2. Finding 2 talks about park dedication. Dave clearly has remembered
that he never said that he would dedicate that to the city. He said that he would not develop it
and would move everything out of there. He also said that he would allow, and it's shown on the
plat a trail easement between Lots 3 and 4 and that that trail easement would be allowed all the
way across to join into the park area. That's what Mr. Moore, we don't obviously, you know he
has said through the records now. Now the park people are concerned about the steep slope in
here as far as a trail system and a bridge. So with that we would be removing the trail easement
if they so deemed that they would not desire that at this time. So that is something I guess and
when Dave talked, what he was saying, and what he said is that he would like in exchange for
Outlot A not being developed,that there'd be,and also with the allowance of a trail across there,
that there be some thoughts and consideration towards a park dedication fees. And so that's
probably where things are a little different than what Mr. Moore had stated. And again,you
know we are, we do feel that we're offering something that's going to blend well with the
neighborhoods. Be the same types of homes and that type of thing. Under number 6 in the
Findings. This is on page 5 of the report. Because they're concerned, again just to reiterate that
the no trail easement would be required, we'd drop that between Lots 3 and 4. On page 6,
number 9. The access is from Galpin Road. Eventually the driveway would be eliminated as the
property to the north develops. The way we feel about that is I guess stated that right now the
Schmidt's have access through the land they own to their property and through the easement
that's there currently. If they wish to develop,then they have to get up to what's labeled as
Bridle Creek Circle. That would be across Mr. Moore's land. We're not denying them access
right now. I think that's very important. They have access that's being maintained. If they want
to subdivide,they need to consciously make that decision and enter into negotiations for access
across Outlot B. I think at that point the city will say, okay if you want to subdivide, essentially
we aren't going to allow you access where it is now. You're going to have to somehow get
access up to Bridle Creek Circle. Therefore they should have to negotiate. Dave shouldn't have
to dedicate the land for their potential negotiations. Or for their potential development. We
understand the implications of several entrances, you know from a traffic standpoint. We agree
with that but we feel that right now as it sits, they have access. If they in the future want to look
at subdividing, then they would need to negotiate for access across Outlot 1. So we do differ as
far as dedication versus that, and I think that's very important. That's probably the thing we feel
most strongly about. With regard to the rest of the issues, we really only have two things. Our
resolution that we've come up with,we have a couple different alternates but the one alternate
4
Planning Commission Meeting - August 5, 1998
that we feel would work would be that it's recognized that Lot 7 needs some more width. That's
this lot right here. What we would like to do, we would like to take this line right here, which is
the property line. Extend it out to Bridle Creek Circle and then we would split the area in there
between Lots 6 and 7 to make all those lots so they are acceptable as far as frontage and then all
the lots in the subdivision would also be over 15,000 square feet. The other portion of Outlot B
that lies in front, or along the road frontage here,we think would be a very good place to address
the city engineering department's issues with the potential site for on site storage for storm water
management. We think that that's the best place to do it. With the drainage, the roadway is
designed so that it all comes from here and drains down. We can catch it off the side there and
then take it into the system,you know and size it properly for the standards that the city requires
so those are the things that we would propose. And if you have any questions at this time.
Peterson: Questions of the applicant?
Brooks: I have... What kind of legal guarantees for the park dedication. If they don't dedicate
that land as a park, is there kind of a legal agreement you're going to come into with the city to
say that the area won't be developed. That it will be maintained as a park. I'm not sure,by
doing it this way what we're going to get out of it.
Steve Slutner: I think Mr. Moore, in all honesty you know when we talked prior to the meeting
and on several other occasions, the park dedication fees in this case I think add up to $10,200.00.
For the acreage involved there I think what we're looking at is that he'd be more than happy to
dedicate that but at an appraised value. And even if you took the appraised value and deducted
off the park dedication fees from that, that that would be an appropriate mechanism to dedicate
rather than to dedicate this land for essentially $10,200.00. It's just not, it's not a value that
really, from an appraised standpoint, is very reasonable.
Brooks: I guess what I wonder,you know if he ever sells the property.
Steve Slutner: He's willing at this point to dedicate it but not in lieu of park dedication fees.
Does that make sense?
Sidney: You want additional compensation.
Steve Slutner: Yeah, and at appraised value. You know have the city come out with an appraiser
and you know then Mr. Moore could potentially have it appraised too and come to some terms.
But just in lieu of park dedication fees I think is by all realistic terms is what dollar values go
with land space is probably low. So that's, he's willing to dedicate but it would be at an
appraised value and the city would have the ability to come out and appraise.
Peterson: ...certainly sounds logical. Is that something that we've done before?
Al-Jaff: That's something that we need to talk to the Park Director about.
5
Planning Commission Meeting- August 5, 1998
Steve Slutner: Before we talked about just the trail and that's why, you know give you a trail
easement. That's no problem. And then at that point what Dave's thoughts were was, that each
one of the property owners would own one portion of this. It would be kind of essentially
become common area with no ability to put any improvements on it essentially and write that in
the covenants but it would have the trail easement across that. In lieu of that,being where it's
proximity here, we think that the dedication at an appraised value would be a viable opportunity
for the city. That's the other option is just to take it to common area and put restrictions on it.
So it's not like he wants to necessarily do something with it.
Peterson: ...mean you can work with staff prior to the Council.
Steve Slutner: Sure, sure. We just wanted to bring it up since the recommendation was to go on
record for that.
Peterson: Understand. Other questions?
Conrad: Yeah, I need a recap. You talked about their findings but really in terms of the staff
recommendations, can you rego, can you go back through the staff recommendations and tell me
the issues that you have? And are they resolvable tonight?
Steve Slutner: Sure. Go right through, right down the line. Would that work for you? Okay.
Conrad: You had three or four so go through the recommendations.
Steve Slutner: Sure. Number I is no problem.
Conrad: Don't talk to me about the ones you're okay with. Go to the ones that you have...
Steve Slutner: Okay. I don't have these highlighted sir so I'm going to have to just go down. I
highlighted the findings.
Conrad: Okay. I assume 5 is a problem.
Steve Slutner: Correct. 5 is the one that we just discussed.
Conrad: Can you resolve that tonight?
Steve Slutner: Can we resolve that tonight?
Conrad: Yes.
Steve Slutner: It sounds like not necessarily. We're willing to work with the city. We just want
to let you know our position.
Conrad: Okay.
6
Planning Commission Meeting - August 5, 1998
Steve Slutner: And it's willing to dedicate but it's at a different value.
Conrad: Yeah. Okay.
Steve Slutner: The other option would be to,you know it's a little harder because it's out of
public works and stuff but you've got your SAC and WAC and all that but those are, I
understand those are different pots so that's probably not really a viable option. Lot, or number
8. Lot 7. We've addressed that. That we would make it wider. So that's okay. We've come up
with number 9 I didn't address sir and that would be with regard to the grading of the cul-de-sac.
If you could zoom in in this area right here. The Fire Marshal's concern is this, essentially I
believe Dave would be this inside radius here. Is really the issue. And what we think is, Dave
made a presentation in the package which they've discussed and would work. I just saw that this
afternoon so I haven't had a lot of time to think about it. The other issue is that you know we
could extend, get rid of this little, I guess this little point of right-of-way right here. We could
bring that across like this and then put a larger radius in here to, came in and did something like
that. That would also work as well. So we're willing to work with the city on that. Okay. I just
wanted to bring that back up. It's something that we need to talk to Dave and the Fire folks
about so. One of the things is with number 18. With utility easements. We think we have a
route that works better and one of the issues that was brought up is that we go out and do more
survey work that encompasses the whole area. We have included that, or completed that study
and come down, right now there's a stub down here on Lukewood. Is where the stub is but also
across the way there is an existing manhole. This stretch from here to here is about 750 feet I
believe Dave. Somewhere in there. And you've got several issues there. You've got the bike
path. You've got a chain link fence right at the top of a slope. The slope is probably a 2 to 1. At
the bottom of it you can see you've got significant plantings and you have Bluff Creek. What
we're proposing, and we obviously need to talk to the engineering staff about this, is that from
the last manhole here would be to bore underneath Galpin and then come down and connect into
this existing manhole here. We think that environmentally it's much more feasible to do that.
Less disruption to this area along here, which is a pretty sensitive area. With the bike path and
with the creek and there's also wetlands in there too so we think that this is a much better
solution over here. Again we have to take care with them so that kind of takes care of point 18.
And the last point,point 25 is the other one that we disagree with. We don't disagree that from
an access standpoint that it might be the best thing to do in the future. We just kind of, if there's
some negotiations to be had,they should be negotiated. It shouldn't be dedicated. Okay. And I
will tell you that I know Dave has spent lots of time discussing things with the Schmidt's and
trying to come to some resolve...
(There was a tape change at this point in the discussion.)
Al-Jaff: One simple example...was Lake Lucy Estates. The Randall's property. Future
development of that parcel. We required that the applicant... Now in this case, one of the
things...having this subdivision provide the public right-of-way. However, that's...and you
would have additional setbacks from the right-of-way. With a private drive...but again we've
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Planning Commission Meeting- August 5, 1998
already looked at future access to the adjoining property... There are many examples around the
city that reflect that.
Peterson: This item is open for a public hearing. May I have a motion and a second please.
Burton moved,Brooks seconded to open the public hearing. The public hearing was
opened.
Peterson: Anyone wishing to address the Planning Commission, please come forward and state
your name and address please.
Roger Schmidt: Good evening. My name is Roger Schmidt. I'm at 8301 Galpin Boulevard and
that's the property directly to the north of the property under consideration tonight. And I have
read the staff report and my concerns, I'm just going to go over some of the concerns in the staff
report. Some of them have already been discussed here so I don't know when things may change
but I'd probably take them in the order that I consider of importance, if that's okay. First of all
the request for an easement, the 20 foot easement along the westerly side of my property for
additional sewer. Now again,we go back when they put the sewer in along Galpin Boulevard.
They got a 27 foot easement at the time and now they're asking for another 20 foot over and
above that and that would be pretty difficult for me to consider because I've done an awful lot of
plantings down there and it's pretty much mature trees and things like this that are shielding me
from the road and I'd have to look very closely at that but again, at this point I don't know
exactly where that easement would lie. I mean that 20 foot would lie. It would have to be staked
out and looked at to make that decision. So and I'd like to get, have an idea of what the total
impact of that could be. Okay. The second one probably would be the road easement that we
just got done discussing. Again there I think I'd have to see a layout to see how that would work
coming into my drive area that I'm using right now. I sometimes if we're talking, you know for
the size, for the amount of easement that they're asking there,would they be able to get you
know fire trucks and so forth to negotiate some of those sharp curves that are necessary to go
from Galpin into that easement area and then down into my drive area. But that you know would
have to be looked at. I think too I prefer what I have right now from the standpoint of
maintenance and everything else. When it comes winter time and I'm blowing snow and so
forth, I think that as long as I am there, I would prefer that the driveway stays the same because if
my driveway stays I wouldn't have to use a north/south which would probably be much more
subject to drifting and things like this. It'd be a little bit more of a chore for me to try to keep up
with. Let's see. Another,along there is a utility easement that was also brought up on the south
side of our present drive that runs up into the property that's going to be developed and I guess
I'm, you know some of that utility easement serves my property, electrical and I guess I'd like to
know how that would be handled. At this point where it is right now is you know is fine for me.
I mean I'd prefer it there. If it were to be moved,you know depending upon where it would be
moved,and how that would be handled and things like that. I would have to know that.
Drainage. I'm looking at the staff report. They talk about drainage and they address,I think they
say the drainage is primarily to the east, south and west. East, south and north I guess and
they've kind of addressed the drainage to the south and the drainage to the east but there's
nothing in the report to say what would happen to the drainage north, which I would be
8
Planning Commission Meeting-August 5, 1998
concerned about and their slope is down towards my property and I guess I'd like a little bit more
definition of what the drainage might be there. One question in reading the report and maybe
that can be answered now but they were talking about, they use the term grading limits and I
don't know what that term means and where those grading limits are located. They define some
things that can be done within the grading limits and I don't quite understand that. Another
question I would have is what the intentions are, if any or if there's been any consideration given
to the trees along the southern, or the northern. Well my southern boundary. The northern
boundary of the property to be developed. I mean has anybody considered that? Are those trees
subject to removal as long as they're on that property or has there been some consideration
saying that we'd like to maintain, they're pretty mature trees. Deciduous trees. Maintain that for
some screening. And then the Bluff Creek overlay. I might make a correction here. The
drainage area down that's on my property has been referred to a couple times tonight as Bluff
Creek. It really isn't Bluff Creek. It's in the drainage area but Bluff Creek is substantially, you
know is quite east of us so that's just a correction. But I guess the Bluff Creek overlay certainly
does affect, the way,the last I heard... certainly does affect the property but I again, I guess I
can't make any kind of decisions on what can be done or not done until that is resolved I guess is
what it turns out to be. I've heard, when I,just a little bit of background. When they put the
sewer in, and incidentally I thought when they put the sewer in that that was going to be ready for
hook-up but obviously that's not the case. I mean I thought that all the property along there
could hook directly into sewer but that I found out in the last month or so that you have to run an
extra line and then you know,to hook in to get down to a pumping station. But with, I lost my
train of thought there but with oh. When they put, I was assessed for 7 lots when they put the
sewer in and I questioned that at the time and then you know, now in the meantime we're
thinking there's only maybe one more developable lot on the property. Now staff comes up with
3,you know make another 3 or 4 so I really don't know and it...a lot on what that Bluff Creek
overlay, how that turns out. But the thing is is that I think there's at least two additional
developable lots on that property. And again, I would like to, I would very much, from what I
know right now, I would like to service those through the existing drive that's been there for 30
years or more,you know which has worked out pretty fine obviously. I know staff has told me,
you know to limit the exits onto Galpin but I would prefer to keep that. I believe that's all I have
at this point. Thank you.
Peterson: ...trees and the driveway...highlighted questions.
Al-Jaff: As far as the trees go, in the rear of the property to the north. The trees are in this area
that Mr. Schmidt is referring to and these are the grades right here. The applicant is staying
outside those,the grading limits are outside. They will not be impacting the trees.
Hempel: If I could just add onto that maybe though. Those are the grading plans to prepare the
house pad sites. Now if a house comes in that's larger than that house pad or a different
configuration, it could alter those grading limits a little bit. There is a setback on the property
that's 30 feet that would limit the building area to that. So whatever trees within that 30 feet
most likely would stay unless there was additional grading required for a foundation,walk out
type home whatever.
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Planning Commission Meeting- August 5, 1998
Al-Jaff: ...require a preservation easement. However...
Peterson: How about the driveway? Does the existing driveway service two lots...
Hempel: Mr. Chairman,planning commissioners. The existing driveway currently shares both
residents come out onto Galpin Boulevard which is a county road, under county jurisdiction.
They have to approve any modifications, intensifying the use. Changing locations, all that.
Given the location's sight lines for the driveway are acceptable for one or two residents at this
time but knowing that there's this additional access proposed to make a four way intersection
with Bridle Creek...turning movements of two driveways into one intersection is a much
preferred alignment. As far as the north/south alignment grade wise...but it does look feasible.
Peterson: Anyone else wishing to address the commission?
Laurie Juelich: I'm Laurie Juelich and I live at 2246 Stone Creek Lane East. I'm President of
the homeowners association. We had a brief discussion about this and I'd just like to make a few
comments on it. First of all we have some questions on the notification of this meeting tonight.
Several people on Stone Creek Lane West did not receive the letter or notification of the meeting
tonight. Mainly the DeLorenzo's who have the, I don't know if you have that map here but they
have the main easement to, of the drawing that we have here, of the cul-de-sac that you need to
come through on. Unfortunately he had to be out of state tonight so we had this discussion. He
did not receive this letter so I don't know what your notification process is but he would have
appreciated knowing about it. First of all our first concern is property values. From what was
going to be in there. Again it does seem to be fairly consistent with us at Stone Creek. Second
of our concern is the drainage. There's several problems with drainage alone in Stone Creek.
Unfortunately we were left with grades that were not to survey so that's going to, however this
builder does it, is going to have to take in some half grades on Stone Creek so that we don't have
drainage problems into the Stone Creek development. The third thing we have a concern about is
the tree conservation and we would like to see some type of commitment to maintaining...Outlot
B,or A. So that the trees, is that A? We'd really like to see a commitment to keeping that treed
and preserved. Chanhassen is very strong in it's commitment to preservation. I myself have a
wooded lot and I can only go back 30 feet on my lot so I would,we would prefer that. All the
lots that border this development did pay a premium lots for the trees. The treed lots so they
would appreciate them staying there. Also that's a beautiful area. Wonderful ravine if you
haven't had a chance to take a walk back there. Deer live back there. Lots of wildlife. It would
be nice to keep that. The other thing is the trail that you have noted in here would be very
redundant to the trail that is being broken right now in that area. I don't know if you're familiar,
if we need to talk to Todd Hoffman. They are, it's part of the trail system...two trails coming
into a park which would be very redundant. But again we would like to, I would like to stress,
you need to talk to Mr. DeLorenzo who has that access that you will need. He would like to be
contacted on that. But if we can see some commitment into conservation of trees and that
wooded area, it would be much appreciated by the homeowners of Stone Creek. Thank you.
Peterson: Can I have a motion to close the public hearing and a second please.
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Planning Commission Meeting - August 5, 1998
Brooks moved, Sidney seconded to close the public hearing. The public hearing was closed.
Peterson: Commissioners. LuAnn, your thoughts and comments.
Sidney: Well I'll start off. I really appreciate the comments from the applicant and also from
the neighbors and I really commend the developer for looking out for the best interest of the city
in preserving Outlot A. I think that's an important asset that the city will really be able to use as
a passive park and I know that's a subject of a lot of discussion about how to increase the number
of those types of parks in Chanhassen. One comment, I noticed that bridal, the other kind of
bridal and I saw that a lot on the plan. And that always comes up. And I guess just basically I
have no problem with the concept of the development. However, I guess I feel like there's a lot
of loose ends in this proposal and I see the issue of Outlot A as one of them. The cul-de-sac
design and Outlot B and I guess if it's consistent with what has been done in the past, I'd be okay
with sending this to Council but I still feel like we could clean this applicant up more if the other
commissioners feel that way so I'll leave it at that.
Burton: I pretty much mirror what LuAnn said. The staff report notes that the development is
consistent with all plans and ordinances. Preserves natural conditions to the greatest extent
feasible. ...balance between the amount and arrangement of open space...internal circulation.
That and the comments tonight. The only issue I think is still out there is Outlot A. I don't know
if we can resolve that tonight but I think that it should be preserved as a park or...I don't know
how to articulate that as a condition but...comments that I have. Otherwise...
Peterson: Allyson.
Brooks: I agree with LuAnn and Matt. I think it's a good project. I like the fact that it's
environmentally sensitive and that we're clustering and keeping the Bluff Creek area, which
we've talked about a lot. I also agree with LuAnn, there are loose ends. The applicant way
saying he talked to the neighbor. Mr. Schmidt had a lot of questions so I'm not sure what was
discussed. I'd like to see, maybe a few more discussions for Mr. Schmidt's comfort and also for
the homeowner's comfort. It sounds like that they're resolvable issues. They're just out there
and they haven't been taken care of. Maybe even a presentation from the engineering consultant
to help resolve some of these issues. I know Mr. Schmidt's issues could probably be resolvable.
It sounded like what's my property going to look like after I give you some of these easements.
Trees are going to be lost. I think probably easy answers and you guys should be able to take
care of that. Otherwise I mean I like the concept as a whole and as for the Outlot A issue, I think
that's probably not for us here tonight. That's probably something to work out with the city and
we may be able to, maybe we can redo a condition. I don't know if we can redo a condition to
sort of say, Outlot A shall be granted to the city in accordance with an agreement to be
established later. Something that will at least keep the project going but allow... And that's it.
Peterson: Ladd.
Conrad: Yeah, my only issue, I think staff can resolve some of the comments that were made
tonight. They're valid comments and it appears that they're taken care of. Item number 5, Outlot
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Planning Commission Meeting- August 5, 1998
A is a big deal and I don't know that I can go ahead and say fix it. It is...the leverage is if it's
dedicated, then that's one thing. There's something wrong with the agreement right now. The
applicant is thinking one thing. Staff is thinking another and I don't believe that it's been
resolved so I'm not sure I want it to go ahead.
Peterson: I too, I think it's a good project. My only concern with again moving ahead is I don't
like to give Council...and that's a big dangling,point number 5. Outlot A. Sharmin, I look for
your guidance. If you feel as though we can send something tonight in the form of an action and
we can move ahead, I can be convinced but right now...without that being resolved.
Al-Jaff: How about if we couldn't reach an agreement, we would bring it back to the Planning
Commission? But Todd Hoffman, Park and Rec Director would meet with the applicant. They
could find some middle ground where they could agree to move it forward... Basically coming in
with a new concept rather than, because it wouldn't be what you approved tonight.
Conrad: That's giving up control. That's okay. I'm not sure the negotiations,when the
applicant dedicates something and park it means they're giving us that and what are we giving up
so the Park and Rec is going to negotiate something else. I'm not sure.
Al-Jaff: Could I add one thing? This parcel will be landlocked so as far as future development
of the parcel,just briefly looking at the plan, I don't believe they will have access to this parcel to
develop it. To be an active park. You could put a condition on there that it shall be used for an
open space.
Peterson: Essentially what we're doing here is a simple tax plan...and if they couldn't, bring it
back...less than a full dedication. All right, with that discussion may 1 have a motion?
Brooks: ...on 5 so guide me Ladd. No? You're no help. Okay. I move the Planning
Commission recommends approval of general concept and preliminary PUD Development Plan
Approval of 6.39 acres from Agricultural Estate District to PUD-R, Planned Unit Development
Residential, Preliminary Plat approval to subdivide 6.39 acres into 7 single family lots and two
outlots as shown in the plans dated June 22, 1998 with the following conditions 1 through 25
with an amendment to number 5. And the amendment being, Outlot A shall be reserved through
park dedication in accordance with an agreement with the city to be established. To be
established if agreement is not reached,the plan comes back before the Planning...
Conrad: Say that one more time?
Brooks: Oh yeah, thanks.
Al-Jaff: If the parcel wasn't dedicated as parkland,basically it comes back.
Peterson: With that is there a second?
Burton: Well, if it wasn't dedicated as parkland...
12
Planning Commission Meeting- August 5, 1998
Brooks: Do we want to go that far or do we want to just let them negotiate whatever...they want
to come to and if they don't want to negotiate. Leave it open...
Peterson: Discussion.
Brooks moved, Burton seconded that the Planning Commission recommends approval of
General Concept and Preliminary PUD Development Plan Approval for Rezoning of 6.39
acres from A-2, Agricultural Estate District to PUD-R, Planned Unit Development-
Residential and Preliminary Plat Approval to subdivide 6.39 acres into 7 single family lots
and 2 outlots as shown on the plans dated June 22, 1998, with the following conditions:
1. The applicant shall guarantee any transplanted trees for a minimum of one year.
Transplanted trees shall be counted as replacement plantings.
2. Buffer yard plantings shall be installed along Galpin Boulevard. Minimum planting
requirements are 4 over story trees, 8 under story trees, and 16 shrubs.
3. Install tree protection fencing at grading limits prior to construction.
4. The accessory structure located on proposed Lot 6 shall be removed prior to recording of
the plat.
5. Outlot A shall be reserved through park dedication and fee title to Outlot A shall be
granted to the city in exchange for full park fee credit. Park dedication shall be
established through an agreement with the City. If agreement cannot be reached,
the item will come back before the Planning Commission.
6. Building Official Conditions:
a. Revise the preliminary grading & utility plan to show the proposed dwelling pads with
standard designations and indicate the lowest level floor, entry level floor and garage floor
elevations. This should be done prior to final plat approval.
b. Obtain demolition, moving and/or road use permits for existing buildings to be relocated.
This should be done prior to any grading on the property.
7. The proposed single family residential development of 4.25 net developable acres is
responsible for a water quality connection charge of $3,400 and a water quantity fee of
$8,415. These fees are payable to the City prior to the City filing the final plat.
8. Lot 7 shall maintain a 90 foot lot width. If the 90 feet can not be achieved, staff
recommends the applicant be granted a variance.
9. Fire Marshal Conditions:
13
Planning Commission Meeting - August 5, 1998
a. Install a fire hydrant at the intersection of Bridle Creek Court and Galpin Blvd.
b. A ten foot clear space must be maintained around fire hydrants, i.e. street lamps,
trees, shrubs, bushes, NSP, US West, cable TV, and transformer boxes. This is to
insure that fire hydrants can be quickly located and safely operated by firefighters.
Pursuant to Chanhassen City Ordinance 9-1.
c. Dead-end fire apparatus access roads in excess of 150 feet in length shall be
provided with approved provisions for the turning around of fire apparatus. The
cul-de-sac as currently designed will not allow proper turning around of fire
apparatus. Submit redesigned dimensions to Fire Marshal and City Engineer for
review and approval. Fire Marshal will not approve building permits until
redesign of cul-de-sac is submitted.
d. If trees are to be felled on site, they must either be chipped or hauled off site. No
burning permits will be issued.
10. The plans shall be revised to include the following:
a. The grading plans shall include the type of dwelling, lowest floor and garage floor
elevations.
b. Show existing well and septic site with provisions for protection.
c. Drain tile behind the curb in accordance with City detail plates 5232 and 5234 to
address household sump pump discharge.
d. Show sanitary sewer extension from Lukewood Drive including existing
topographic features.
e. Extend erosion control fence along the west side of Lot 5 and add tree
preservation fencing.
f. The cul-de-sac configuration/alignment shall be revised to accommodate turning
movements of the City's emergency vehicles.
g. Provide traffic signage and street light locations.
11. The existing home on Lot 5 shall connect to City sewer and water within 12 months after
the utilities are accepted by the City. If the existing well and/or septic system fails sooner
or is damaged during construction,the home shall be connected within 30 days after City
acceptance.
14
Planning Commission Meeting-August 5, 1998
12. The applicant's engineer shall verify that the existing storm sewer system in Galpin
Boulevard is designed to accommodate the additional runoff generated by this
development. In addition,the downstream water quality pond shall be increased in size
to handle the additional runoff generated from the site.
13. During design and construction of a home for Lot 3 the surface water runoff must be
managed to avoid flooding of the home. The location of doors and windows should be
two feet above the existing/proposed grade along the south side of the home.
14. At time of building permit issuance each lot except Lot 5 will be charged a sewer and
water hook-up charge. Should Outlot B be platted in the future, this parcel will also be
subject to sewer and water hook-up charges.
15. The existing home on Lot 5 shall change their street address once Bridle Creek Court is
paved with bituminous. In addition, the existing driveway access shall be removed and
restored with topsoil, seed and mulch.
16. If the exporting or importing of earthwork material is required, the developer shall supply
staff with a haul route and traffic control plan for review and approval.
17. The appropriate drainage and utility easements shall be dedicated to the City on the final
plat for all utilities and ponding areas lying outside the right-of-way. The minimum
easement width shall be 20 feet wide.
18. The developer shall be responsible for the extension of sanitary sewer service to the site
and acquisition of the necessary temporary and/or permanent utility easements. If the
developer is unable to acquire the necessary utility easements, the plat shall be considered
premature for development.
19. The applicant will need to develop a sediment and erosion control plan in accordance
with the City's Best Management Practice Handbook and the Surface Water Management
Plan requirements for new developments. The plan shall be submitted to the City for
review and formal approval in conjunction with final plat submittal.
20. All areas disturbed as a result of construction activities shall be immediately restored with
seed and disc-mulched or wood fiber blanket or sod within two weeks of completion of
each activity in accordance with the City's Best Management Practice Handbook.
21. All utility and street improvements shall be constructed in accordance with the latest
edition of the City's Standard Specifications and Detail Plates. Detailed street and utility
plans and specifications shall be submitted three weeks prior to final plat consideration
for staff review and City Council approval.
22. The applicant shall provide detailed storm sewer calculations for 10-year and 100-year
storm events and provide ponding calculations for stormwater quality/quantity ponds in
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Planning Commission Meeting - August 5, 1998
accordance with the City's Surface Water Management Plan for the City Engineer to
review and approve. The applicant shall provide detailed pre-developed and post-
developed stormwater calculations for 100-year storm events and normal water level and
high water level calculations in existing basins,created basin, and/or creeks. Individual
storm sewer calculations between each catch basin segment will also be required to
determine if sufficient catch basins are being utilized. In addition,water quality ponding
design calculations shall be based on Walker's Pondnet model.
23. The applicant shall enter into a PUD agreement/development contract with the City and
provide the necessary financial security to guarantee compliance with the terms of the
development contract.
24. The applicant shall apply for and obtain permits from the appropriate regulatory agencies,
i.e. Carver County, Watershed District, Metropolitan Waste Control Commission, Health
Department and , Minnesota Pollution Control Agency.
25. A 30-foot wide strip of land shall be dedicated or deeded to the City over Outlot B for
future driveway access to the property to the north."
All voted in favor and the motion carried.
Peterson: ...that's more of a side discussion and I think they'd be happy...
Conrad: Do we have the mailing list of where we sent notification?
Al-Jaff: I don't have it in the file but I will have it for City Council.
Conrad: We always have that...
Peterson: ...
Burton moved,Brooks seconded to recommend approval of Vacation of a portion of a
utility and drainage easement located on Lot 9, Block 1, Stone Creek 6th Addition,as shown
in the plans dated received June 22, 1998, with the following conditions:
1. The applicant shall provide a legal description of the Utility and Drainage easement
proposed to be vacated.
All voted in favor and the motion carried.
PUBLIC HEARING:
SITE PLAN APPROVAL FOR A 8,249.5 SQ. FT. MULTI-TENANT RETAIL BUILDING
WITH THE MAJOR TENANT BEING VIDEO UPDATE ON LOT 1, BLOCK 1, SEVEN
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Planning Commission Meeting- August 5, 1998
AND FORTY-ONE CROSSING IN THE SOUTHWEST CORNER OF THE
INTERSECTION OF HIGHWAYS 7 AND 41, KKE ARCHITECTS.
Sharmin Al-Jaff presented the staff report on this item.
Peterson: Could you spend a little bit of time, I've got to rewind my memory. We've been here
before.
Al-Jaff: yes.
Peterson: ...were then and how it compares to now...
Al-Jaff: Sure. This application appeared before you on July 14 of 1997. Basically it was a very
similar application to this one. The only problem was access to the site. The applicant, the
previous applicant did not have a cross access easement to enter the site. Eventually what
happened, the owner of the shopping center purchased Lot 1 and granted an easement to this
parcel and came back with a new plan. We felt there were enough changes in the applicant
where it should re-appear before the Planning Commission and that's why it's before you today.
Peterson: Other questions of staff?
Sidney: Yes Mr. Chairman. Sharmin, I'm wondering if you could point out in detail where the
neon, where you'd like neon and where neon is not to be?
Al-Jaff: Okay. This is the north elevation...
Peterson: Other questions?
Conrad: Sharmin, on page 2. Just a clarification. The second to the last paragraph. It says staff
is recommending the applicant reduce the width of the service lane located to the west by 4
feet... This will permit the drive aisle to be, the drive aisle in the parking lot to be widened to
24. And then four sentences up it says the ordinance requires 26. So are they shooting for 26 or
24?
Hempel: 26.
Conrad: For me to get a perspective on the neon, you're eliminating,you're recommending the
stripes not go.
Al-Jaff: Over the brick.
Conrad: On the, on any elevation?
Al-Jaff: Correct. On the north and east elevation. Just keep it around the stucco entrance.
17
Planning Commission Meeting- August 5, 1998
Conrad: And the reason for that is?
Al-Jaff: Excessive signage. We're viewing the neon as an extension of the sign because it is one
of the trademarks for Video Update.
Peterson: Questions of staff?
Burton: Do you know if the city attorney has reviewed the operation and easement agreement
that the applicant has submitted?
Al-Jaff: No, not yet.
Burton: ...
Al-Jaff: Yes it will when we record the site plan agreement, the city attorney would have to
review everything.
Peterson: Other questions? Is the applicant or their designee wish to address the commission?
Ron Krank: Good evening. My name is Ron Krank. I'm with KKE Architects. I'm here
representing the property owner. Staff has done a very thorough job as you can tell from the
report in going through every aspect of the plan. And I'm not going to go through much of it in
very much detail except to maybe tell you how we're going to accommodate those elements that
we can and are concerned with those that we think are issues. I think I'd like to start with a plan.
The way this site is laid out, we have Highway 7 to the north of the property and the existing
shopping center is back in this area. The proposed building, which is really 8,100 square feet.
It's 90 x 90...staff, if anybody measured this probably took this entrance to be actually part of the
building. Actually it's just pilasters against the building so it's 8,100 square feet. And as such
requiring 41 parking stalls. I think when we came in originally it was proposed,the property...
square feet. That's probably where the parking requirements took place. But I tell you that
because we really don't have too many issues with,most the things that are being proposed on
the plan, is being proposed is two, 24 foot aisles be increased to 26 feet and we propose to
accommodate that by taking 4 feet off of this drive aisle. Reduce it to 20 feet. And secondly,
staff is proposing that we increase this 5 foot green area from the property line in to 15 feet. We
have problems with 15. I believe the ordinance is 10. We can accommodate the 10 by taking
another 5 feet out of this drive aisle so it winds up being a 15 feet and then we'd make it one way
around the building. We like this for a couple reasons. One is there will probably be
a...entrances on this site. And secondly, when customers park in this area, if they wind up
backing this way for them to get out. So we believe we can accommodate that and these changes
fairly easily but we do have an issue making this 5 foot wider than the ordinance. The ordinance
evidently also requires a 15 foot setback from the south property line. We have an excess
dimension here, in this whole area so we can take another 10 feet and move forward and still
meet the 26 foot ordinance...and still get a sidewalk to work because this is straight in that area.
So those seem to work well. The only issue we really have pertains primarily to traffic concerns
that have been suggested with regards to entrances on the south side of the site. This is a small
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Planning Commission Meeting- August 5, 1998
shopping center. It's only 28,000 square feet of area. Just a few shops over here. Excellent sight
lines throughout and we just feel it just makes a lot more sense to be able to drive from this
center directly and find a space or here rather than coming around and going in and trying to get
out. It just seems to flow easier. If this was a Wal-Mart or a Target or a big center where you've
got a lot of traffic going back and forth, it would probably be an issue. But frankly given the fact
this is wide open and a lot of parking out front, great visibility, our preference would be to...so
on the site plan really that's about all we have. With regard to the exterior of the building, we
really started the architecture by looking at the existing building, which is a blend of brick and
unpainted concrete block. It also has anodize aluminum...store front and then there's some red
out around the columns and they used also the...some pre-finished metal awnings and then it
looks like they used bar joist, standard metal bar joists to support on the outside. What we want
to do is provide a very clean, simple building. Not too fussy because it is a small building but we
wanted to call attention to the users and do it in what we thought was a very dignified manner.
This building being a different proportion, we've raised it up higher so it's not just a little squat
building. The existing center is 15 feet to the top of the roof. We're proposing to raise this to 18
feet. The windows in the existing center are 7 feet high, lining up with the doors. Proposing you
go to 10 feet and then we're proposing that the building be all brick except for the gray
unfinished rock face block at the base and then also we had two thoughts. One was either a drivit
or stucco like material at the entry or the pre-finished, or the concrete block. We had indicated
here that the concrete masonry units, our current thinking we'd probably do it in a drivit. Get a
little more strength and call a lot more attention to the building. And then what we're doing to
accentuate the entrances is creating double pilaster on both sides. We're taking some of the idea
that truss system, the existing style. We're reducing it down in scale so that it has a little better
proportion as it would relate to this building and then we're keeping this as a detail on top which
you can see through. On the existing building they used another material behind it. It's sort of a
translucent material and I don't think it's as successful as frankly being able to see right through
it. So what we're proposing is, this would be the north elevation. The front of Video Update.
Glass on both sides. We're proposing the double band of neon on either side which frankly we
think we need to give it a little more character and scale to it. It's a small building and with these
two lines of neon in those areas that Sharmin pointed out, we felt that was really essential in
tying it all together. Secondly as we wrap around on the glass we thought it made sense to do
just as we did in the front here, accentuate the glass portion of the east elevation with the two
bands of neon. And then finally we decided since this space adjacent to the Video Update facing
easterly will no longer be a retail tenant but it will be the owner of the building... We didn't
need an awning. We didn't need anything to write or call attention to it so we're just going to
have signage on the front. It will meet the ordinance. We felt it wasn't necessary to get the
canopy...so then we took it off from the south of the elevation as well. So in essence we are
blending in with the existing center but I think we're doing a little different job let's say in terms
of proportions, height, and working with some stronger detail, strong proportions rather than
trying to get lots of things happening. We do have some photographs of the existing center if you
like. I can share that with you...
Peterson: Questions of the applicant.
Conrad: Chairman, what do you see going in the second part of the building?
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Planning Commission Meeting - August 5, 1998
Ron Krank: It's going to be office. It's going to be offices for the building owner.
Conrad: South elevation is fairly bland and.
Ron Krank: In the future there's going to be another building there. Office building...back here,
you might remember on our plans, south of this building there's an enclosure, a brick enclosure
for the trash. So there's other walls...sticking out. The opening of the trash will be...but
eventually there's going to be another structure here.
Conrad: Another building.
Ron Krank: Correct.
Peterson: More questions? Thank you. This is a public hearing. May I have a motion and a
second please to open it.
Brooks moved, Sidney seconded to open the public hearing. The public hearing was
opened.
Peterson: This is a public hearing. Anyone wishing to address the commission, please come
forward and state your name and address please.
Richard Green: My name is Richard Green. I'm here to represent the retailer, Video Update.
An address is 1424 County Road 9 in Dennison, Minnesota. Video Update is currently a tenant
in the center behind. My main point I'll address is to the neon. That is a characteristic that
wherever possible is repeated by Video Update in it's elevations. Our retail business is that of
entertainment. We think the neon is consistent with entertainment retail, of theaters and video
users. The existing store has across it's entire front the same planned double band of 15
millimeter neon tubing. We have here two presentations. We've got the north elevation. That's
a presentation to Highway 7. It is the strongest characteristic I think on the building. The east
elevation though, with that additional wrap of neon and signage is probably the most important to
us as a tenant because the majority of the traffic entering the center does so off of TH 41 with the
right-in only on Highway 7. The majority of the traffic entering and trying to identify the
occupant of the building has to do so across the parking lot at this point so for us we think both to
show the consistency of the wrap in the two elevations, the two presentations, and the distance
that we are trying to get some identification from a customer moving in a car, that would be
important to have that wrap of neon and the signs on the two elevations. So any questions, I'd be
happy to answer.
Peterson: Maybe back to the architect. If your most important visual is from TH 41, why
wouldn't the building have been oriented towards TH 41 than TH 7 then?
Ron Krank: Well, we've looked at these plans very carefully and really it's a good question
because we've looked at whether it's the east entrance or the north face of the building that we
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Planning Commission Meeting- August 5, 1998
really wanted to make as an entrance and you see we've got parking in front on the north face.
There will be traffic coming in there. Slipping in. There's a lot of traffic that goes by that we
want them to know we're there. The traffic is going to enter the site and use the site as it's true,
will be coming off of TH 41. So from that standpoint we do want the center identified but just
visually, knowing they're there and recalling the Video Update store, it's just good advertising.
So that's why we did that. Got that front face but Rick is right, the bulk of the traffic does come
in off of TH 41 and we obviously want them to see it and know it's there. Frankly the existing
building has a lot going on, as you see here. Just a lot of different ideas and details and it's got 3
or 4 layers of different things. We think by the simplicity of the building with some attention to
the entrances and the neon, we can really make a better statement so less is more in this case.
But the neon is an essential element. It does call attention to it and so that's why we felt by
reducing it to just at the window, it would be in effect of compromise to staffs concern about the
magnitude of it.
Peterson: Anyone else wish to address the Planning Commission? Seeing none, may I have a
motion and a second to close the public hearing please.
Sidney moved, Conrad seconded to close the public hearing. The public hearing was
closed.
Peterson: Ladd. Your thoughts on this one.
Conrad: Yeah, I'm okay. I think they're making the changes per the staff report. It's okay with
me. I really don't, I don't have a problem with the neon. This is supposed to be a fun type of
building. If there's an ordinance restriction to it, then word excessive is key here. I wouldn't do
this if I thought it was breaking an ordinance but I really don't have a problem with... The other,
you know I have to go with staff on almost all the other issues.
Peterson: Well, if there is a second building that goes in there, ...we won't have the neon. ...if
another one goes in...try to integrate that in with the building with neon.
Conrad: You know I don't know. I can't forecast that. I know what's fun and a video store is
fun and I don't need to make it boring. Again, if there's an ordinance that says don't do this, I
will, I'll stick by that ordinance. Staff is pretty good at interpreting what we have sensitive to our
direction and City Council. In this particular case I don't want to strip out the fun things.
Obviously visibility is important. That's what they want and if I thought it was gross, I'd vote it
down. I just don't feel that so.
Peterson: Sharmin...
Al-Jaff: It says logos should constitute no more than 15%of the sign area. Is this a logo? That
becomes a question. And I haven't figured out the exact area of the neon lights but my guess is
that it would exceed 15%. But is it a logo? I mean that would become the question truly.
Peterson: Okay. Alyson.
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Planning Commission Meeting - August 5, 1998
Brooks: I think it's a reasonable project. Although I would disagree with Ladd on the neon. To
me it looks like a generic Video Update building. I don't consider Video Update building's fun.
It just looks like Video Update architecture to me. Fairly generic. But it is what it is. And I
think that it's sort of, sort of says it purpose all by itself with a big Video Update sign and I don't
think neon around the back and the side is going to make a real big difference to consumers on
whether they're going to drive to the video store. Once they know it's there,people will either
go or they'll be driving by and say hey, let's stop at Video Update. The extra neon to make it
extra fun isn't going to make the difference so I say, the project's great. Let's go with the
project. All the staff recommendations and not do the extra neon.
Peterson: Matt.
Burton: Well the two that strike me are the neon also and the southeast driveway entrance and I
think the neon is appropriate for this type of building and I think I'd be in favor of deleting the
sentence in the recommendation...swayed on that on two ways. One is it's on a highway and
two, it's the existing Video Update there has it already and, the neon band... On this driveway
one, I guess I understand the applicant's concern and I guess...talk with staff and keep working
on that issue...and perhaps see if they can get, otherwise I agree with all the staff's
recommendations except for the neon.
Peterson: LuAnn.
Sidney: I generally don't have any problems with the application. Excellent staff report. Very
thorough as always. I guess the neon issue I was thinking well maybe not but at this point I guess
I would be in favor of having the neon. I'm thinking that is it any more or less than what
SuperAmerica looks like because that would be heavily lighted in the evenings as well as it has
bands of red along the white roof line as well. I guess I don't really have a problem with the
neon and would be in favor of deleting that as Matt said. Condition.
Peterson: My only two comments are the neon and... I would be, I would support staff's
position on the neon only because I'm thinking ahead about that secondary building and I think it
would be better if the building would not have a neon on all the sides just seemingly being able
to integrate a future building more easily. Dave, looking at that entrance, I mean as we looked at
it, having it open versus closed, it seems more logical to have it open to me. What am I missing?
I mean what was the rationale for having just one?
Hempel: Well the existing curb radius out there provide smooth transition. It's a good radius for
turning vehicles. Granted it's a right in only off of Highway 7 so truck traffic most likely will
access through off Highway 41. To give you an idea of what it would be like is if you turned into
Market Square from Market Boulevard, first entrance into Wendy's. It's a continuous, almost
270 degree turn as you're going around. Cars coming behind, there is maybe some concern for
rear end collisions. Again, the main access would be from TH 41. I do agree with their.
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Planning Commission Meeting - August 5, 1998
Peterson: But that though, wouldn't that be a compelling reason to open up the parking lot
more?
Hempel: A more open parking lot you find a little excessive speeding through the parking lots.
Pedestrian safety is a concern if you do have that Market Square with all the islands in it. You
don't like to drive it because you really can't go through it too fast and granted this probably is
not as intense use as Market Square but just a plan I guess, a general site plan. Considerations to
this we felt and additionally the previous site plan approval did not have that either. They had
the one access off the south and one access off the east.
Peterson: I think we had this same discussion a year ago too is.
Hempel: Yeah, and that was I think a bigger building as well. We can certainly look at it a little
bit closer with the applicant. I think the intent of the quick short trips to Video Update too,
there's a peak period, afternoon, evenings that should maybe be looked at a little bit closer.
Audience: The intent of the other building, if it ever gets built...
Peterson: My point was more to the line of because there's neon on one building, I would
suspect there wouldn't be neon on the next building. That there wouldn't be a natural flow of
styles in buildings that are very close to each other.
Audience: ...really a rare case of...when they put their sign on and that was about 4 years ago
and...
Brooks: If we permit them to have the extra neon, do you see any chances of moving other
people in here saying well you did it for them. Let them expand their commercial logo. I mean
are we setting a precedent that we don't want to be setting?
Al-Jaff: Yes you are.
Peterson: With that discussion, can I have a motion please.
Burton: Yes. I'll move that the Planning Commission recommend approval of Site Plan Review
#97-4 as shown on the site plan received July 9, 1998 subject to the conditions 1 through 20 and
deleting the sentence in number 2 that begins, if a neon band. Well I'll just read the sentence.
The sentence, if a neon band was incorporated onto the exterior of the building, it shall be limited
to the north entryway of Video Update. And also deleting item 20.
Peterson: Is there a second?
Conrad: Yeah, I'd second that.
Peterson: Any discussion?
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Planning Commission Meeting - August 5, 1998
Conrad: Yes, I'd like to amend it however and instead of if. Instead of deleting the whole
sentence, I probably shouldn't have seconded it but I can vote it down anyway. 1'd rather have it
worded that if a neon band was incorporated onto the exterior of the building, and if it falls
within city sign ordinance specifications. Then staffs still going to recommend against it. But
I'd like to make, I don't want to break the ordinance and the deal is 15%. That's the deal and we
can't, and if this takes us above it based on interpretation, we shouldn't do it. So that would be,
you know I'd like you to reconsider or at least amend.
Burton: I'll amend my motion to do that. Incorporate...
Peterson: It's a friendly amendment so we can move ahead... Is there a second? There was a
second.
Burton moved, Conrad seconded that the Planning Commission recommends approval of
Site Plan Review #97-4 as shown on the site plan received July 9, 1998, subject to the
following conditions:
1. The materials used to screen the trash enclosure shall be the same type of brick used on
the building.
2. The applicant must obtain a sign permit prior to erecting any signage on site. Provide a
detailed sign plan for review and approval. The signage shall comply with the ordinance
requirements. Brick shall be used on the base of the ground low profile sign if a sign was
erected. If a neon band was incorporated onto the exterior of the building, and if it falls
within city sign ordinance specifications, it shall be limited to the north entryway of
Video Update. No signage will be permitted along the southern elevation.
3. Ornamentals planted along highway 7 should be salt tolerant. Replace crabapples with
Japanese tree lilac or other such salt tolerant species.
4. Increase under story plantings in buffer yard to 6 trees.
5. Increase all parking lot islands and peninsulas to 10' in width.
6. Install tree protection fencing around existing vegetation on the west side of the property
prior to construction.
7. The applicant shall enter into a site plan agreement with the city and provide the
necessary financial securities as required for landscaping.
8. Fire Marshal conditions:
a. Install a P.I.V. (post indicator valve). Valve location must be approved by the
Fire Marshal.
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Planning Commission Meeting - August 5, 1998
9. The applicant shall provide details on material colors used on the building for review and
approval.
10. Concurrent with the building permit, a detailed lighting plan meeting city standards shall
be submitted. Lighting Plans shall include photometrics,wattage, treatment for glare, etc.
11. Building Official's conditions:
a. Meet with the Building Official as early as possible to discuss commercial building
permit requirements.
12. At time of building permit issuance, the site will be subject to the appropriate number of
sewer and water hookup charges based on the number of SAC units determined by the
Metropolitan Environmental Services Commission.
13. The applicant shall intensify the landscaping plan along the westerly slope to restore the
existing buffer to the original condition or better.
14. The applicant shall provide detailed storm drainage for a 10-year, 24-hour storm event to
the city engineer to review and approve prior to issuance of a building permit.
15. The site plan shall be revised to include the following: a) The radius on the north/south
drive aisle in the southeasterly corner shall remain at 20 feet, b) The parking lot and drive
aisles shall be redesigned in accordance with City Code 20-1118, c) Provide minimum 10
foot landscape median between parking lot and north/south drive aisle from Trunk
Highway 7, d) Delete southeasterly driveway entrance from existing parking lot, e)
Erosion control measures in accordance with the City's Best Management Practice
Handbook.
16. Prepare a traffic signage plan for review and approval by staff.
17. Recalculate impervious surface percentage.
18. All roof top equipment shall be screened from views.
19. The building setback along the southern property line shall be increased to 15 feet.
All voted in favor and the motion carried.
PUBLIC HEARING:
REQUEST FOR PRELIMINARY PLAT OF OUTLOT D (0.7 ACRES), SPRINGFIELD
ADDITION, INTO TWO SINGLE FAMILY LOTS ON PROPERTY ZONED PUD-R
AND LOCATED ON SUNNYVALE DRIVE, LUNDGREN BROS.
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Planning Commission Meeting - August 5, 1998
Bob Generous presented the staff report on this item.
Peterson: Questions of staff. Seeing none, is the applicant here and would you like to address
the commission? Please come forward.
Mike Pflaum: My name is Mike Pflaum. I'm Vice President of Lundgren Brothers and project
manager for Springfield. And I'm available to answer questions. I don't really have any
complaint about conditions of approval.
Peterson: Questions of the applicant. Thank you.
Conrad moved, Burton seconded to open the public hearing. The public hearing was
opened.
Peterson: This is a public hearing. Anyone wishing to address the commission, please come
forward.
Conrad moved, Sidney seconded to close the public hearing. The public hearing was
closed.
Peterson: Commissioners? LuAnn.
Sidney: No comments.
Peterson: Matt.
Burton: No comments.
Peterson: Allyson.
Brooks: No comments.
Peterson: Ladd.
Conrad: Nothing.
Peterson: Neither have I. May I have a motion.
Sidney: I'll make the motion. The Planning Commission recommends approval of the proposed
subdivision of Outlot D, Springfield Addition into two lots as shown on the plans prepared by
Pioneer Engineering dated 9/14/93, revised 7/9/98, subject to the following conditions 1 through
8.
Peterson: Is there a second?
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Planning Commission Meeting- August 5, 1998
Burton: Second.
Peterson: Discussion.
Sidney moved, Burton seconded that the Planning Commission recommends approval of
the proposed subdivision of Outlot D, Springfield Addition into two lots as shown on the
plans prepared by Pioneer Engineering dated 9/14/93, revised 7/9/98, subject to the
following conditions:
1. Full park and trail fees shall be required pursuant to city ordinance.
2. The applicant shall pay water quantity fees of$1,386.00 to the City at time of final plat
recording.
3. Appropriate drainage and utility easements shall be conveyed with the final plat for all
utilities located outside the right-of-way. The minimum width shall be twenty (20) feet.
4. Construction plans and specifications for the extension of utility service and street
improvements to this development shall be submitted to the City three weeks prior to final
plat consideration for staff review and City Council approval. The developer shall construct
all utility and street improvements in accordance with the City's latest edition of Standard
Specifications and Detail Plates and prepare final construction plans and specifications for
City staff review and formal City Council approval in conjunction with final plat approval.
5. The developer shall be required to enter into a PUD Agreement/Development Contract with
the City and provide the necessary financial security to guarantee compliance with the
conditions of approval of final platting.
6. Storm sewers shall be designed and constructed to facilitate a 10-year storm event. Detailed
storm sewer calculations for the development will be required in conjunction with final
platting.
7. The street right-of-way throughout the subdivision shall be 60 feet wide.
8. All disturbed areas during site grading shall be immediately restored with seed and disc
mulch or wood fiber blanket within two weeks after site grading or before October 31 each
construction season accept in areas where utilities and street will be constructed yet that year.
All disturbed areas resulting from construction activities shall be restored in accordance to
the City's Best Management Practice Handbook for erosion and sediment control."
All voted in favor and the motion carried.
PUBLIC HEARING:
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Planning Commission Meeting-August 5, 1998
WETLAND ALTERATION PERMIT PROPOSES TO IMPACT APPROXIMATELY 100
SQUARE FEET OF WETLAND BY PLACING A BOARDWALK OVER A WETLAND
TO ACCESS LAKESHORE PROPERTY. THE PROPOSED IMPACT IS NOT
REGULATED BY THE STATE OF MINNESOTA'S WETLAND CONSERVATION
ACT (WCA) OR THE U.S. ARMY CORPS OF ENGINEERS,BUT BY THE CITY OF
CHANHASSEN'S WETLAND ORDINANCES, 1085 HOLLY LANE,JULIE SPRAU.
Phillip Elkin presented the staff report on this item.
Peterson: That sounds like a very unique solution to a arduous process that the applicant has
been going through.
Elkin: Exactly. It's a very unique situation and again we,when we think of boardwalks on
wetlands, we think of going out a distance to cross a wetland or to get to open water on our lakes.
But it's pretty straight forward so.
Peterson: I assume this is going to look similar to the boardwalk in front of Houlihan's and that
wetland in that area? Similar?
Elkin: Except it's only going to, it only needs to be about you know 6 or 7 feet long. 10 feet at
the most. It's just a section, a dock section really that needs to be laid down over two humps that
has water in the middle and just allow the applicant and her family to get to the lake to fish and
swim so.
Sidney: Would there be footings?
Elkin: No, I don't think so.
Sidney: No footings?
Elkin: No. Well, did you plan on putting footings Julie? No. It's such a minor,you could just
lay it over to have passage to the lake so.
Peterson: Other questions of staff. Would you like to address the commission?
Julie Sprau: Good evening. My name is Julie Sprau and I'm the applicant, 1085 Holly Lane,
Chanhassen. I believe that the staff report and our application is fairly self explanatory so my
purpose this evening is just to answer any questions, concerns,comments that any of you or
anyone else might have.
Peterson: Questions of the applicant?
Julie Sprau: Thank you.
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Planning Commission Meeting- August 5, 1998
Peterson: Thanks Julie. This is open for a public hearing. May I have a motion and a second
please.
Sidney moved, Brooks seconded to open the public hearing. The public hearing was
opened.
Peterson: Anyone wishing to address the commission? Seeing none,may I have a motion to
close?
Burton moved, Brooks seconded to close the public hearing. The public hearing was
closed.
Peterson: Commissioners? LuAnn.
Sidney: I guess I don't see any problem whatsoever. Like you said, a unique solution.
Burton: It makes sense to me.
Peterson: Allyson.
Brooks: Good project. A dock is much better than filling.
Conrad: Good solution.
Peterson: I also think that and on behalf of the city and the state, apologize for putting you
through all this. Can I have a motion please.
Brooks: I move the Planning Commission recommends the City Council approve water
alteration permit#98-3 to allow a boardwalk over the wetland.
Burton: Second.
Peterson: Discussion.
Brooks moved, Burton seconded that the Planning Commission recommends approval of
Wetland Alteration Permit#98-3 to allow a boardwalk over the wetland to gain access to
lakeshore. All voted in favor and the motion carried.
PUBLIC HEARING:
REQUEST FOR SUBDIVISION OF OUTLOT B, SARATOGA 1ST ADDITION INTO 2
LOTS; ONE LOT OF 2.75 + ACRES TO BE PURCHASED BY THE CITY FOR
PARKLAND. THE REMAINING 3.45+ ACRES TO BE HELD BY THE OWNER,
DOUGLAS HANSEN FOR THE DEVELOPMENT OF AN APARTMENT BUILDING.
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Planning Commission Meeting - August 5, 1998
THE PROPERTY IS LOCATED ON SANTA VERA DR. JUST WEST OF THE SANTA
VERA APARTMENTS, CITY OF CHANHASSEN.
Cynthia Kirchoff presented the staff report on this issue.
Peterson: Questions of staff? I only had one and maybe I'm pleading ignorance. Why are we
rezoning park space office institutional?
Generous: It's just to be consistent with the zoning of the rest of the park site.
Peterson: The rest of the park is OI?
Generous: Correct.
Peterson: Don't we have a separate zoning for parks?
Generous: Not specifically. Generally it's a permitted use in one of the zoning districts.
Peterson: ...a permitted use would be park. Wouldn't park space be permitted use of anything
then? Just out of curiosity now. Is that the case, park can be used under any.
Generous: I believe in almost all the districts. But because the rest of City Center Park was
zoned OI, we wanted to make it all the same.
Conrad: Mr. Chairman, I found my question. What have we, what are we committing to by
allowing the subdivision? In terms of the apartment building, are we concerned about our
commitment? By breaking off so many acres of land for parks, that's fine but I'm not sending a
signal that I'm accepting any other conditions on this. So Bob, tell me what I'm committed for
when, if I approve this subdivision.
Generous: With the subdivision, nothing. With the PUD rezoning the property, that they can
develop up to 30 additional dwelling units on the site. That's the only commitment they've
made.
Conrad: Up to. And what does that mean? They have a cap but that there's no guarantee, right?
There is no guarantee that we are going to allow the 30.
Generous: They would still.
Conrad: My point is, I haven't looked at the, I don't know what it is. Yeah, but if you allow the
subdivision, right now we are saying that you are, we are saying you have the right to do
something and I just want to be, through allowing that subdivision, I want the applicant to be
very clear that we have, that I haven't reviewed what the potential for that other parcel is. I don't
know. I don't know the surroundings. I don't know how it's integrated. I don't know access. I
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Planning Commission Meeting - August 5, 1998
know nothing. So it seems like a simple subdivision but I'm not reviewing the potential impact
to the part that we're not talking about. Or rather to the 30 units as an apartment building.
Peterson: Correct me if I'm wrong. We have full and complete responsibility to review the plan
prior to anything being put up there?
Generous: Site plan, yes. Anything additional would have to come through the public hearing
process. We tried to develop the design standards as part of the PUD to create some parameters.
Peterson: It's strictly a rezoning issue and approval of the preliminary PUD.
Generous: Correct.
Conrad: Well I don't know. I just don't. I need to read the motion Mr. Chairman. Go ahead.
Peterson: Would the applicant or their designee wish to address the commission?
Doug Hansen: Doug Hansen. I'm the owner of the existing apartment buildings. My address is
11969 North Shore Drive, Spicer, Minnesota. And we were the owners, Tom Klingelhutz and
myself were the original developers of Western Hills Apartments and we had the original plans
to put in 80 units in that property. Through the Planning Commission and Council and it was all
set to go. We just did the first phase. My partner and I split up after that. It dragged out over 3
years. It was a bad scene and I just didn't have the heart until now to finish this up and the
development of it. Development of that land. Talked to Don Ashworth, filing part of it to the
park so this has been happening for a long time. ...and we'd be way under the density. In the
staff report, I have two... It's on page 8. The wetlands. That was a big surprise to me until
Monday. We bought the land from Pat Kerber in the 60's. It was a corn field and it's never been
a wetland. We've been through the development process and as you can see there's no
wetland... setbacks I'm concerned about...so I would like that looked into. We built the
berm...the runoff is from the school property, part of it. From the drive north it runs off and the
fence from the school property acts as a filter. It catches leaves, papers, whatever... When we
built this sidewalk, that kind of dammed up the...so it's just a matter of a slow runoff after the
snow melts. The other issue is the park fees and the Planning Commission meeting 3-4-69
speaks to that. We donated 10.6 acres of parkland to meet our park obligation. We've spoken
with Todd about that so I think...this wetland is a complete surprise to me. It shouldn't be there.
I don't know... if it was graded properly it wouldn't be there. It's just a flat...There's no
cattails. There's no water. All it is is a dumping grounds for the... That's all I have. Otherwise
I'm, it says in this 3 here, the wetland shall be delineated at the time of site plan approval. I'd
have that map...
Peterson: Do you have a question on that?
Generous: Thank you Mr. Chairman. Mr. Hansen, that means that you have a person that's an
expert in the field come out and stake out where the edge of the wetland is. The alternative,
determine that there is no wetland there.
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Planning Commission Meeting- August 5, 1998
Doug Hansen: Staff put this in to my, without my knowledge. I'd like the staff to look at that.
Generous: We can look into that further, sure.
Peterson: Why don't you talk a little bit about the background of how all the wetlands...into the
city Bob. Without going into a dissertation but how was this cited as a wetland?
Generous: As part of the stormwater management plan the City hired experts to go out and
identify all the wetlands in the community... They did this in anticipation of developing a storm
water system that would utilize some of the existing wetlands for pre-treatment of water to
improve water quality in the city's lakes and streams. These experts have gone out and created
maps that show all of these and give a designation. There's a wetland inventory book that the
city has and we use that when we review the developments. From that the city is the local
governmental unit responsibility for the protection of wetlands in the communities and plus we
look at each development proposal as it comes to determine what impacts it may have on the
city's wetlands. We can investigate this further to see in fact that it is a wetland. Wetlands are
created through drainage. There is different characteristics involved in the wetlands besides only
vegetation. You have water, hydrology and soil conditions and so there is more than just looking
at it and saying that it doesn't have cattails but we'll investigate that further between now and
going to City Council on Monday.
Peterson: Any comments? Any questions? Thank you. This is a public hearing. May I have a
motion and a second.
Burton moved, Sidney seconded to open the public hearing. The public hearing was
opened.
Peterson: Seeing there's nobody here...can I have a motion to close.
Burton moved, Sidney seconded to close the public hearing. The public hearing was closed.
Peterson: Commissioners. I think Ladd's still thinking. Matt.
Burton: I don't have any problems with it. Instead of maybe referring to it as the wetland, say
any wetland shall be lineated... Otherwise it's fine.
Peterson: Allyson.
Brooks: I have no problems with the project at all. I do think that staff needs to go into the
wetland issue. Coming from South Dakota I used...farm ditches and they'd fill up one year for 3
weeks and voila, they had a wetland so it can get confusing sometimes. That should be checked
out and re-determined and I agree with Matt. If we just...
Peterson: Ladd.
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Planning Commission Meeting- August 5, 1998
Conrad: I'm dealing with what we're doing. The subdivision is not a bother but the staff
recommendation says conceptual and preliminary approval. Now that tells me I need to see more
than boundaries. So what am I doing Bob here? Conceptual,I have no idea what he's going to
do on that land. There's no concept so what are we really, it is a subdivision and the park, I
haven't seen what the parks,the portion of what's going to be used for the park either. So it just
seems,we're going to put a park on one part and some other thing goes on the other but the
wording says conceptual and preliminary approval. Help me with that. Help me with the
wording. Is that the wording that? You know you want us to approve a PUD but I don't have
any idea what's on that land. Nothing at all. Do you want one chunk over here for park and one
chunk over here for apartments but I don't have a clue. This is not it.
Generous: Preliminary approval of the design standards basically. We're approving, that's the
only thing we're approving tonight. With the condition that you'll see the plan and they'll have
to comply with these standards. We're maxing out,they can get an additional 30 units on their
3.85 acres.
Peterson: Are we word smithing here? I mean we were talking about conceptual and
preliminary. I hear your frustration with those two words really. What do they mean, what
impact do they mean by that?
Conrad: Yeah,that's important. It's also what you're approving and it seems simple. You know
we want a park. We like that. I think we have control of something coming back in here, but I
guess I'm picking apart the process a little bit. Usually when we have a conceptual PUD folks,
we know what's going where. We know what park parts are on that park. I don't know what
we're using it for so it's real incomplete. Bob's saying we're putting some standards in. I have
no.
Peterson: What's the rationale for doing this in a conceptual basis...?
Generous: So that they can get closure. The purchase of the property is contingent on this.
Conrad: The purchase of the property by the city.
Generous: Correct.
Conrad: And you feel this meets the normal, we would do this for any other group just this way.
This is sort of normal operating procedure where we.
Generous: Well generally they come in with their development proposal at the same time,yes.
This is one where you have to,we do have a concept that the applicant submitted. Now we took
this idea and tried to incorporate design standards to this thing that we thought would be better,
make a development,better development. One,we'd push that parking area adjacent to the park,
away from the park. Make it more, the design standards are such that the building should be
closer. We envision having balconies off that building because the building setback is less than
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Planning Commission Meeting- August 5, 1998
the parking setback in that area. We put some design standards for the materials, site
landscaping, that we think will make...project. And we defined it such that it would be an
apartment building.
Conrad: No more questions.
Peterson: May I have a motion please.
Burton: I'll move that the Planning Commission recommends to the City Council approve of the
conceptual and preliminary approval of PUD#98-2.
Brooks: Second.
Peterson: Any discussion?
Burton moved, Brooks seconded that the Planning Commission recommends conceptual
and preliminary approval of PUD#98-2. All voted in favor, except Conrad who opposed,
and the motion carried with a vote of 4 to 1.
Peterson: On what basis?
Conrad: This is an awful presentation of a conceptual and preliminary PUD. It's just, it's
because the city wants to get the land so you know every time we do that we kind of tend to push
and make some exceptions. If it was somebody else coming in here, you'd nail them.
Burton: I move that the Planning Commission recommends the City Council approval of
Subdivision #98-7 of Outlot B by creating two lots of 2.75 acres and 3.58 acres with conditions 1
through 3 as stated by the staff recommendation but amending 3 to read, any wetland shall be
delineated at the time of site plan approval.
Peterson: Is there a second?
Sidney: Second.
Peterson: Any discussion?
Burton moved, Sidney seconded that the Planning Commission recommends to the City
Council to approve Subdivision (SUB#98-7) of Outlot B by creating two lots of 2.75 acres
and 3.58 acres with the following conditions:
1. The applicant shall enter into a Planned Unit Development (PUD) agreement with the City.
2. Future development must comply with the development design standards.
3. Any wetland shall be delineated at the time of site plan approval.
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Planning Commission Meeting- August 5, 1998
All voted in favor, except Conrad who abstained, and the motion carried.
Burton: I move that the Planning Commission recommends to the City Council approval of the
rezoning #98-3 of 2.75 acres from R-12 to OI and the rezoning of 3.58 acres from R-12 to PUD-
R.
Peterson: Is there a second?
Brooks: Second.
Peterson: Any discussion?
Burton moved, Brooks seconded that the Planning Commission recommends to the City
Council approval of the rezoning#98-3 of 2.75 acres from R-12 to OI and the rezoning of
3.58 acres from R-12 to PUD-R. All voted in favor, except Conrad who abstained, and the
motion carried.
OLD BUSINESS:
Generous: Comp plan will be back on the 19`h.
Sidney: What happened to the Frontier Building?
Generous: What do you mean what happened to it?
Sidney: It's still there but where is it in the process?
Generous: I believe they have approval for the site plan.
Peterson: Council approved it...
Sidney: Okay.
Generous: And then Arboretum Business Park, the Building 2 is coming in. They went with the
larger building so it's 115,000. They found an office tenant for it so they're adding additional
office frontage on the north elevation rather than having the blank wall. They've added a couple
more entrances so it will be a little nicer project. As you come down from the north. They're in
for building permit right now.
Conrad: They're coming back, it's coming for building permit. So we approved the two
buildings. We did not approve the one.
Generous: Right. Council approved either option and then they have a tenant that's leasing a
majority of the space and so they're coming in with the larger building.
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Planning Commission Meeting-August 5, 1998
Conrad moved, Peterson seconded to adjourn the Planning Commission meeting at 9:15
p.m.
Submitted by Kate Aanenson
Planning Director
Prepared by Nann Opheim
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