CrispGreen_Traffic Study Memorandum
www.srfconsulting.com
3701 Wayzata Boulevard, Suite 100 | Minneapolis, MN 55416-3791 | 763.475.0010 Fax: 1.866.440.6364
An Equal Opportunity Employer
SRF No. 02 114711
To: Dean Villella | CEO | CRISP GREEN , G&G4U, LLC
Erik Koenig | Senior Project Manager | Shingobee
From: Jeff Bednar, TOPS, Senior Traffic Engineering Specialist
Date: June 30, 202 1
Subject: C RISP GREEN | Traffic Study | Chanhassen, Minnesota
Introduction
This traffic study has been completed for the proposed Crisp & Green development in the City of
Chanhassen (see Figure 1). The main objectives of the study are to review existing operations, evaluate
trip generation, access, and circulation within the site, including the proposed drive -thru operations,
and recommend improvements to ensure safe and efficient operations. A summary of the traffic study
findings, conclusions and recommendations can be found on page 13 of this memorandum.
Existing Conditions
The existing conditions were reviewed to establish a baseline to identify any future impacts associated
with the proposed development. The evaluation of existing conditions includes data collection efforts
and intersection capacity analys es. The following information summarizes the existing conditions.
Traffic Data Collection
Existing weekday midday and p.m. peak period vehicular turning movement volumes were estimated
at the following study intersections.
Note that traffic data collection activities were conducted during May 2021 and were impacted by the
COVID-19 pandemic, with traffic volumes estimated to be approximately 15 to 25 percent lower than
normal conditions for the study area. Therefore, a Post-COVID-19 estimate of the study area
background traffic volumes was developed based on the newly collected turning movement counts as
well as Pre-COVID-19 traffic counts from; MnDOT for the Highway 5 intersections (2019), and the
City of Chanhassen including; the Chanhassen Chick -fil -A Traffic Impact Analysis (2016 , HRGreen)
and the Market Boulevard Corridor Study (2016 , Kimley -Horn). This Post-COVID-19 estimate of the
study area background traffic volumes was used as a surrogate for the existing (2021) traffic volumes
and build condition background traffic volumes.
• Highway 5/Great Plains Boulevard • Highway 5/Market Boulevard
• Great Plains Boulevard/West 79 th Street • Market Boulevard/West 79th Street
• West 79th Street /East Site Access • West 79th Street/West Site Access
Figure 1 Project Location
C RISP GREEN , Chanhassen | Traffic Study
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Proposed Site
Hwy 5 / Arboretum Blvd Market Blvd Market Blvd W 78th St Chanhassen Rd Dell Rd Dell Rd Powers Blvd Powers Blvd Kerber Blvd
Note: Existing conditions peak hour volumes shown represent estimated Post -COVID -19 conditions and are based on Pre-COVID -19 traffic counts from; MnDOT for
the Highway 5 intersections (2019), the Chanhassen Chick -fil-A Traffic Impact Analysis (2016 HRGreen) and the Market Boulevard Corridor Study (2016 Kimley-Horn).
Figure 2 Existing Conditions
C RISP GREEN , Chanhassen | Traffic Study
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N Great Plains Blvd
Midday Peak Hour Vol.
110 (215)
1020 (1540)
130 (295) Market
(200) 225
(1020) 1000
(235) 105 (140) 175 (360) 305 (100) 85 100 (205) 245 (275) 180 (275) (15) 15 (360) 285 (95) 90 10 (15)
10 (5)
40 (20) 50 (30) 190 (350) 180 (205) (70) 45
(5) 10
(135) 160
(120) 105
(1175) 1030
(70) 140 140 (170) 100 (140) 100 (120) 215 (325)
1040 (1790)
140 (215) (235) 280 (140) 85 (140) 120 Traffic Signal Control Market Hwy 5
Hwy 5
W 79th St Great Plains Great Plains Great Plns Great Plns Hwy 5
Hwy 5
Dean Villella | CEO | Crisp Green, G&G4U, LLC June 30, 2021
Erik Koenig | Senior Project Manager | Shingobee Page 4
Roadway Characteristics
A field assessment was completed to identify various roadway characteristics within the transportation
system study area, such as functional classification, general configuration, and posted speed limit. A
summary of these roadway characteristics is shown in Table 1 . Note that these are general
characteristics and that there are some deviations within portions of roadway segments.
Table 1. Existing Roadway Characteristics
(1) Functional Classification based on MnDOT’s Functional Classification GIS.
The Highway 5/Great Plains Boulevard and Highway 5 /Market Boulevard intersections are traffic
signal controlled, while the four other study intersections are unsignalized with side -street stop control.
Existing geometrics, traffic controls, and traffic volumes in the study area are shown in Figure 2.
Existing Intersection Traffic Operations/Capacity Analysis
An existing intersection traffic operations/capacity analysis was completed t o establish baseline
conditions to which future traffic operations can be compared. The capacity analysis was completed
for the midday and p.m. peak hours at the study intersections using Synchro/SimTraffic traffic
simulation model.
Capacity analysis resul ts identify a Level of Service (LOS) which indicates the quality of traffic flow
through an intersection. Intersections are given a ranking from LOS A through LOS F. The LOS
results are based on average delay per vehicle, which correspond to the delay thre shold values shown
in Table 2. LOS A indicates the best traffic operation, with vehicles experiencing minimal delays.
LOS F indicates an intersection where demand exceeds capacity, or a breakdown of traffic flow.
Overall intersection LOS A through D are generally considered acceptable by drivers in the Twin
Cities Metropolitan Area.
For side-street stop-controlled intersections, special emphasis is given to providing an estimate for the
level of service of the side -street approach. Traffic operations at an unsignalized intersection with side-
street stop control can be described in two ways. First, consideration is given to the overall intersection
level of service. This considers the total number of vehicles entering the intersection and the capa bility
of the intersection to support these volumes.
Roadway Functional
Classification (1) General Configuration Posted Speed Limit (mph)
Trunk Highway (TH) 5 Minor Arterial Multi-lane divided 55
Great Plains Boulevard Minor Arterial Multi-lane divided 30
Market Boulevard Minor Arterial Multi-lane divided/Multi-lane undivided 30
West 79 th Street Local Road 2-lane undivided 30
Dean Villella | CEO | Crisp Green, G&G4U, LLC June 30, 2021
Erik Koenig | Senior Project Manager | Shingobee Page 5
Second, it is important to consider delay on the minor approach. Since mainline traffic does not stop,
most of the delay is attributed to the side -street approaches. It is typical of intersections wi th higher
mainline traffic volumes to experience high levels of delay (i.e. poor levels of service) on the side -
street approaches, but an acceptable overall intersection level of service during peak hour conditions.
Table 2. Level of Service Criteria for Signalized and Unsignalized Intersections
LOS Designation Signalized Intersection
Average Delay/Vehicle (seconds)
Unsignalized Intersection
Average Delay/Vehicle (seconds)
A ≤ 10 ≤ 10
B > 10 - 20 > 10 - 15
C > 20 - 35 > 15 - 25
D > 35 - 55 > 25 - 35
E > 55 – 80 > 35 – 50
F > 80 > 50
Results of the existing traffic operations analysis, shown in Table 3, indicate that all study intersections
operate at an acceptable overall LOS D or better during the midday (12 -1 p.m.) and p.m. (5-6 p.m.)
peak hours under existing traffic control and intersection geometric s. However, the eastbound left -
turn at the Great Plains Boulevard/West 79th Street intersection operates at LOS F, and the
westbound left -turn at the Market Boulevard/West 79th Street intersection operates at LOS E.
The southbound left-turn 95th percentile queues at the Great Plains Boulevard/Highway 5
intersection, currently spill back to and beyond the West 79th Street intersection during the midday
(12 -1 p.m.) and p.m. (5 -6 p.m.) peak hours. The southbound left-turn 95th percentile queues at the
and Market Boulevard/Highway 5 intersection, currently spill back to the West 79th Street intersection
during the p.m. (5 -6 p.m.) peak hour. Note that the midday and p.m. peak hour 95th percentile queues
for the worst approaches are also reported in Table 3.
Table 3. Existing Peak Hour Traffic Operations/Capacity Analysis
Study Intersection Midday Peak Hour P.M. Peak Hour
LOS Delay Queue LOS Delay Queue
Highway 5/Great Plains Boulevard (1) B 20 sec. SB LT/15 D 40 sec. SBLT/20
Highway 5/Market Boulevard (1) C 29 sec. SBLT/10 D 41 sec. SBLT/15
Great Plains Boulevard/West 79th Street (2) A/D 30 sec. EBLT/1 A/F 74 sec. EBLT/3
Market Boulevard/West 79th Street (2) A/D 28 sec. WBLT/2 A/E 39 sec. WBLT/3
West 79th Street/East Site Driveway (2) A/B 13 sec. SB/1 A/B 14 sec. SB/1
West 79th Street/West Site Driveway (2) A/B 10 sec. SB/1 A/B 11 sec. SB/1
(1) Indicates a traffic signal -controlled intersection, where the overall LOS and average delay per vehicle are shown. The queue shown is
the 95th percentile queue (in vehicles) for the worst side-street approach at the intersection .
(2) Indicates a side -street stop-controlled intersection, where the overall LOS is shown followed by the worst approach LOS. The delay
shown represents the worst side-street approach average delay per vehicle. The queue shown is the 95th percentile queue (in vehicles)
for the worst approach at the interse ction. The 95th percentile queue s shown in red bold font spill back to and beyond the adjacent
upstream intersection.
Dean Villella | CEO | Crisp Green, G&G4U, LLC June 30, 2021
Erik Koenig | Senior Project Manager | Shingobee Page 6
Proposed Development
The site of the proposed Crisp & Green development is generally the westmost 3,000 square feet of
currently unoccupied/vacant space (formerly Cheers Wine & Spirits) in the 79th Street Center, and
was assumed to be completed and occupied by late 2021 to early 2022 .
The proposed development consists of a healthy fast -casual restaurant offering a sustainable chef-
crafted me nu, featuring: made-to-order salads with homemade dressings, naturally raised meats and
fish, grain bowls, smoothies and seasonal sides and includes indoor seating for 50 patrons plus a pick -
up window. Food services available include carry-out, delivery, pick-up and dine-in. The City of
Chanhassen is specifically concerned with the operation of the pick -up window and its interaction and
impact on the existing cleaners/laundry drive -up drop-off and pick up. The city also desires evaluation
of the proposed pick -up window, assuming potential future conversion to a fast -food restaurant.
Crisp & Green can be characterized as a fast-casual , sit-down restaurant. Most customers (70 percent)
typically order online with fewer customers (30 percent) ordering at the rest a urant. The menu generally
contains higher quality made to order food items with fewer frozen or processed ingredients than fast -
food restaurants. The proposed development concept site plan is illustrated in Figure 3 . Access to the
proposed development site is planned at the two site driveway locations on West 79th Street.
Traffic Forecasts
Trip Generation Estimates
Trip generation estimates for weekday midday peak hour (12-1 p.m.) and p.m. commuter peak hour
(5-6 p.m.) plus daily trips were made for the proposed development and a potential future fast-food
conversion comparison, were based on the Institute of Transportation Engineers (ITE) Trip Generation
Manual, 10th Edition. The proposed development will not be open for breakfast, therefore , the a.m.
peak hour was not included in the analysis. The midday peak hour (12-1 p.m.) trips were estimated
based on ITE peak hour of generator data. The p.m. commuter peak hour (5 -6 p.m.) trips were
estimated based on ITE p.m. peak hour of adjacent street data.
Results of the trip generation estimate shown in Table 4 indicate that the proposed Crisp & Green
development is expected to generate a total of 131 midday peak hour (12 -1 p.m.) trips, 42 p.m.
commuter peak hour (5-6 p.m.) trips, and 946 daily trip ends (50 percent in/50 percent out).
Table 4. Trip Generation Estimates – Proposed Development | Potential Future Conversion
Land Use (ITE Land Use Code)
Gross
Square
Feet
Midday Peak Hour
(12-1 p.m.)
PM Commuter Peak
Hour (5-6 p.m.)
Daily
Trip
Ends In Out In Out
Fast-Casual Restaurant w/ Pick -Up Window (1) (930) 3,000 60 71 23 19 946
Fast-Food Restaurant w / Drive-Through (2) (93 4) 3,000 79 75 51 47 1,413
(1) The proposed Crisp & Green development was assumed as a Fast-Casual Restaurant with Pick-Up Window.
(2) Typical Fast-Food Restaurant with Drive -Through included for potential future conversion comparison and for use in site drive -through
queuing/circulation analysis.
Figure 3 Proposed Site Plan
C RISP GREEN , Chanhassen | Traffic Study
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Dean Villella | CEO | Crisp Green, G&G4U, LLC June 30, 2021
Erik Koenig | Senior Project Manager | Shingobee Page 8
Development-Generated Traffic Forecast Assignment
The directional trip distribution for the proposed development and site -generated peak hour trips , as
shown in Figure 4, was developed based on the regional distribution of households and employment,
existing study area travel patterns, and engineering judgment. Based on this directional distribution,
new trips generated by the proposed development were assigned to the existing traffic on the
supporting roadway network for the Development Build Conditions and are shown in Figure 5 .
Development Build Conditions
Intersection Traffic Operations/Capacity Analysis
The Build Conditions intersection traffic operations/capacity analysis was completed to determine
future traffic operations and development -generated traffic impacts . The capacity analysis was
completed for the midday and p.m. peak hours at the study intersections using Synchro/SimTraffic
traffic simulation model. Results of the Development Build Conditions traffic operations analysis are
shown in Table 5 .
Development Build Conditions
The Development Build Conditions traffic operations analysis results , shown in Table 5 , indicate that
all study intersections are expected to continue to operate at an acceptable overall LOS D or better
during the midday (12 -1 p.m.) and p.m. (5-6 p.m.) peak hours under existing traffic control and
intersection geometrics . While delay and queuing on West 79 th Street for the eastbound and
westbound left -turning vehicles at Great Plains Boulevard and Market Boulevard, respectively, are
expected to increase somewhat , the proposed Crisp & Green restaurant site-generated traffic impacts
can be characterized as minimal . The northbound Great Plains Boulevard left-turn queues at West
79th Street , including the development of the proposed Crisp & Green restaurant , are not expected
to spill back into the traffic signal -controlled intersection at Great Plains Boulevard/Highway 5 .
Table 5. Development Build Conditions Peak Hour Traffic Operations/Capacity Analysis
Study Intersection Midday Peak Hour P.M. Peak Hour
LOS Delay Queue LOS Delay Queue
Highway 5/Great Plains Boulevard (1) C 21 sec. SBLT/17 D 41 sec. SBLT/22
Highway 5/Market Boulevard (1) C 30 sec. SBLT/10 D 42 sec. SBLT/16
Great Plains Boulevard/West 79th Street (2) A/E 3 8 sec. EBLT/2 A/F 90 sec. EBLT/4
Market Boulevard/West 79th Street (2) A/E 36 sec. WBLT/3 A/E 45 sec. WBLT/3
West 79 th Street/East Site Driveway (2) A/C 16 sec. SB/1 A/B 15 sec. SB/1
West 79 th Street/West Site Driveway (2) A/B 12 sec. SB/1 A/B 12 sec. SB/1
(1) Indicates a traffic signal -controlled intersection, where the overall LOS and average delay per vehicle are shown. The queue shown is
the 95th percentile queue (in vehicles) for the worst side-street approach at the intersection .
(2) Indicates a side-street stop-controlled intersection, where the overall LOS is shown followed by the worst approach LOS. The delay
shown represents the worst side-street approach average delay per vehicle. The queue shown is the 95th percentile queue (in vehicles)
for the worst side-street approach at the intersection. The 95th percentile queues shown in red bold font spill back to and beyond the
adjacent upstream intersection.
Figure 4 Development -Generated Trip Directional Distribution and Hourly Volumes
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N Great Plains Blvd
Midday Peak Hour Vol.
Market
Traffic Signal Control Market Hwy 5
Hwy 5
W 79th St Great Plains Great Plains Great Plns Great Plns Hwy 5
Hwy 5 5% 10% (0) 0 (0) 0 (5) 15 0 (0)
0 (0)
0 (0) 0 (0) 0 (0) 25 (15) (5) 15
(0) 0
(15) 30 (10) 25 (5) 5 (0) 0 (0) 0 (5) 10 (5) 15 20 (10)
0 (0)
0 (0)
0 (0)
0 (0)
0 (0) 0 (0) 5 (5) 0 (0) 0 (0) 10 (5) 0 (0) (0) 0
(0) 0
(0) 0
(5) 15
(0) 0
(0) 0
Note: Development build conditions peak hour volumes shown represent estimated Post-COVID -19 conditions plus the Crisp & Green site-generated traffic volumes.
Figure 5 Development Build Conditions
CRISP GREEN, Chanhassen | Traffic Study
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N Great Plains Blvd
Midday Peak Hour Vol.
110 (215)
930 (1540)
130 (295) Market
(205) 240
(1020) 1000
(235) 105 (140) 175 (365) 315 (105) 100 100 (205) 255 (280) 180 (275) (15) 15 (360) 285 (100) 105 10 (15)
10 (5)
40 (20) 50 (30) 190 (350) 205 (220) (75) 60
(5) 10
(150) 190
(120) 105
(1175) 1030
(70) 140 140 (170) 105 (145) 100 (120) 235 (335)
1040 (1790)
140 (215) (245) 305 (145) 90 (140) 120 Traffic Signal Control Market Hwy 5
Hwy 5
W 79th St Great Plains Great Plains Great Plns Great Plns Hwy 5
Hwy 5
Dean Villella | CEO | Crisp Green, G&G4U, LLC June 30, 2021
Erik Koenig | Senior Project Manager | Shingobee Page 11
Proposed Site Pick-Up Window/Circulation Review
Site Pick-Up Window Traffic Operations
A review of the proposed Crisp & Green development concept site plan (see Figure 3 ) was completed
to identify issues specific to the proposed pick -up window operation and recommend potential
improvements regarding pick-up window queuing spillback and site circulation.
Based on ITE and local traffic study data, the 95th percentile or design queue (in vehicles) developing
from a fast-food restaurant drive-through operation has been field measured at an average of 15
percent of the total peak hour inbound traffic volume generated by the fast -food restaurant with drive -
through. However, field observed pick -up window queuing data was not available for Fast -Casual
Restaurant w/Pick-Up Window, therefore, the design queue for the proposed Crisp & Green
development was based on data provided by Crisp & Green. Since Crisp & Green will not use a menu
board or pay window (all done online), the estimated pick -up window vehicle dwell time (speed of
service) is only 20-30 seconds, compared to 60-90 seconds, or more, for fast -food drive -through.
Results of the Pick -Up Window /Drive-Through design queue estimates, shown in Table 5, indicate
that the proposed Crisp & Green development is expected to generate a design queue of 5 vehicles
during the midday peak hour (12 -1 p.m.). For comparison, a potential future conversion of the
proposed Crisp & Green development to fast -food restaurant with drive-through could be expected
to generate a design queue of 12 vehicles during the midday peak hour (12 -1 p.m.).
Table 6. Pick-Up Window/Drive-Through Operations – Design Queue Estimates
Land Use (ITE Land Use Code)
Midday Peak Hour
(12-1 p.m.)
PM Commuter Peak Hour
(5-6 p.m.)
In bound Trips Design Queue Inbound Trips Design Queue
Fast-Casual Restaurant w / Pick -Up Window (1) (930) 60 5 23 2
Fast-Food Restaurant w / Drive-Through (2) (93 4) 79 12 51 8
(1) The proposed Crisp & Green development was assumed as a Fast-Casual Restaurant with Pick-Up Window.
(2) Typical Fast-Food Restaurant with Drive-Through included for possible future conversion comparison and for use in site drive-through
queuing/circulation analysis.
Based on these Pick -Up Window /Drive-Through design queue estimates for the proposed Crisp &
Green development and the potential future conversion of the proposed development to fast -food
restaurant with drive -through, design queues were plotted on the proposed development concept site
plan (see Figure 6 ). A review of these development generated pick -up window design queues indicates
that the proposed Crisp & Green pick-up window would not be a factor in blocking or otherwise
impeding the operation of the existing laundry drop -off/pick -up drive -through or of other site -
generated circulating traffic. It is recommended that the proposed development Pick-Up Window lane
be marked, striped and signed to identify the pavement area assigned and avoid potential blocking of
other site-generated circulating and parked traffic (see Figure 6).
Figure 6 Site Pick -Up Window Operation Queuing Spillback | Site Circulation Analysis
CRISP GREEN, Chanhassen | Traffic Study
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Pick-Up Window
CRISP &
GREEN
Pick-Up Window
Maximum Queue
(5 Vehicles)
Traditional Fast-Food
Drive-Thru Window
Maximum Queue
(12 Vehicles)
Double Painted Line Wait Here To Enter Pick-Up Window Lane When Full Double Painted Line
Dean Villella | CEO | Crisp Green, G&G4U, LLC June 30, 2021
Erik Koenig | Senior Project Manager | Shingobee Page 13
Summary of Findings, Conclusions and Recommendations
Based on this proposed Crisp & Green Development traffic study and analysis, the following summary
of findings, conclusions and recommendations is offered for your consideration:
1. All study intersections operate at an acceptable overall LOS D or better during the midday (12 -1
p.m.) and p.m. (5 -6 p.m.) peak hours under existing traffic control and intersection geometrics.
However, the eastbound left -turn at the Great Plains Boulevard/West 79th Street intersection
operates at LOS F, and the westbound left -turn at the Market Boulevard/West 79th Street
intersection operates at LOS E.
2. Southbound left-turn 95th percentile queues at the Great Plains Boulevard/Highway 5
intersection, currentl y spill back to and beyond the West 79th Street intersection during the midday
(12 -1 p.m.) and p.m. (5 -6 p.m.) peak hours. The southbound left -turn 95th percentile queues at
the and Market Boulevard/Highway 5 intersection, currently spill back to the West 79th Street
intersection during the p.m. (5 -6 p.m.) peak hour
3. The site of the proposed Crisp & Green development is generally the westmost 3,000 square feet
of currently unoccupied/vacant space (formerly Cheers Wine & Spirits) in the 79th Street Center.
The proposed development consists of a healthy fast -casual restaurant offering a sustainable chef-
crafted menu, featuring: made -to-order salads with homemade dressings, naturally raised meats
and fish, grain bowls, smoothies and seasonal sides and inclu des indoor seating for 50 patrons
plus a pick -up window with online ordering and payment .
4. Access to the proposed Crisp & Green development site is planned at the two site driveway
locations on West 79th Street.
5. The proposed Crisp & Green development is expected to generate a total of 131 midday peak
hour (12 -1 p.m.) trips, 42 p.m. commuter peak hour (5-6 p.m.) trips, and 946 daily trip ends (50
percent in/50 percent out).
6. The directional trip distribution for the proposed development was developed based on the
regional distribution of households and employment, existing study area travel patterns, and
engineering judgment. Based on this directional distribution, new trips generated by the proposed
development were assigned to the existing traffic on the supporting roadway network for the
Development Build Conditions .
7. The Development Build Conditions traffic operations analysis results indicate that all study
intersections are expected to continue to operate at an acceptable overall LOS D or better du ring
the midday (12 -1 p.m.) and p.m. (5 -6 p.m.) peak hours under existing traffic control and
intersection geometrics. The delay and queuing on West 79th Street for the eastbound and
westbound approach left-turning vehicles at Great Plains Boulevard and Market Boulevard,
respectively, are expected to increase only slightly, therefore, the proposed Crisp & Green site-
generated traffic impacts can be characterized as minimal.
Dean Villella | CEO | Crisp Green, G&G4U, LLC June 30, 2021
Erik Koenig | Senior Project Manager | Shingobee Page 14
8. The northbound Great Plains Boulevard left -turn queues at West 79th Street, including the
proposed Crisp & Green restaurant site -generated trips, are not expected to spill back into the
traffic signal -controlled intersection at Great Plains Boulevard/Highway 5 .
9. A review of the proposed Crisp & Green development concept site plan was completed to identify
issues specific to the proposed pick-up window and recommend potential improvements
regarding pick-up window queuing spillback and site circulation.
10. Based on ITE and local traffic study data, the 95th percentile or design queue (in vehicles)
developing from a fa st-food restaurant drive -through operation has been field measured at an
average of 15 percent of the total peak hour inbound traffic volume generated by the fast -food
restaurant with drive -through. However, field observed pick-up window queuing data was not
available for Fast -Casual Restaurant w ith Pick -Up Window, therefore, the design queue for the
proposed Crisp & Green development was based on data provided by Crisp & Green. Since Crisp
& Green will not use a menu board or pay window (all done online), the estimated pick -up window
vehicle dwell time (speed of service) is only 20 -30 seconds, compared to 60 -90 seconds, or more,
for fast -food drive -through.
11. Results of the Pick -Up Window/Drive -Through design queue estimate s indicate that the
proposed Crisp & Green development is expected to generate a design queue of 5 vehicles during
the midday peak hour (12 -1 p.m.). For comparison, a potential future conversion of the proposed
Crisp & Green development to fast -food restaurant with drive -through could be expected to
generate a design queue of 12 vehicles during the midday peak hour (12 -1 p.m.).
12. A review of the development generated pick -up window design queues indicates that the proposed
Crisp & Green pick-up window would not be a factor in blocking or otherwise impeding the
operation of the existing laundry drop-off/pick-up drive -through or other site-generated
circulating or parked traffic. The proposed restaurant site -generated pick-up window trips are not
expected to spill back into the East Site Driveway /West 79th Street intersection.
13. It is recommended that the proposed development Pick -up window lane be marked, striped and
signed to identify the pavement area assigned and avoid potential blocking or impeding of other
site-generated circulating traffic as shown in Figure 6 .
14. Based on this proposed Crisp & Green Development traffic study and analysis, it is concluded
that the proposed development would generate a modest level of new traffic, resulting in no
significant degradation in peak period traffic operations and levels of service. Therefore, the City
of Chanhassen may consider the proposed Crisp & Green Development, without concern that it
would represent a significant negative traffic impact to the supporting area roadway system or
existing site circulation and traffic operations .
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