77-03 - MTS System Corp SPA pt 2TRAFFIC ACCESS PLAN
FOR
AREA SOUTH OF STATE HWY. 5, EAST OF
COUNTY HWY. 17, AND WEST OF CITY LIMITS
PREPARED FOR:
i CITY OF CHANHASSEN
7610 Laredo Drive
Chanhsssen, Minnesota 55317
PREPARED BY:
BRW, INC.
7101 York Avenue South
Minneapolis, Minnesota 55435
MARCH 2, 1978
N
TABLE OF CONTENTS
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Background. . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Approach. . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
TRIP GENERATION AND DISTRIBUTION . . . . . . . . . . . . . . . . . 2
DEFINITION A14D ANALYSIS OF ALTERNATIVE ACCESS SOLUTIONS . . . . . . 7
Alternatives and Evaluation Criteria . . . . . . . . . . . . . . 7
Analysis of Alternatives . . . . . . . . . . . . . . . . . . . . 9
RECOMMENDED ACCESS PLAN . . . . . . . . . . . . . . . . . . . . . . 15
Roadway System . . . . . . . . . . . . . . . . . . . . . . . . . 15
Design Guidelines . . . . . . . . . . . . . . . . . . . . . . . 15
Staging of Improvements . . . . . . . . . . . . . . . . . . . . 18
Potential Funding Sources . . . . . . . . . . . . . . . . . . . 18
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INTRODUCTION
BACKGROUND
The City of Chanhassen is anticipating considerable future development in
an area bounded by T.{I: 5 on the north, City limits on the east, Lake
Susan and Rice Marsh Lake on the south, and County Hwy. 17 on the west.
Two specific development proposals that are expected to be under construc-
tion soon are:
e Office/manufacturing facility for M.T.S. Systems Corporation
on a 69 acre site just south of T.H. 5 and between the
Chanhassen Estates and the east City limits. This facility
is expected to employ 480 persons when initially opened,
with employment ultimately growing to 1,700 persons.
e Lake Susan Dills Planned Industrial Development. This is a
276 acre site which is planned to be developed for multiple
office/industrial uses in three stages between 1979 and
1990.
In order for these and other future developments to function successfully
in conjunction with existing land uses, an effective traffic access system
must be provided. The City has retained BRW to assist in developing an
access plan to meet existing and future needs in this area.
APPROACH
The approach to completing this project consists of the following three
steps:
1) Determining the number of trips generated by future
developments in the area and the origin/destination
patterns of those trips.
2) Defining and analyzing alternative access solutions to
serve existing and future developments.
3) Developing a recommended access plan which includes the
recommended roadway systems, design guidelines, staging
of improvements, and potential funding sources.
1
TRIP GENERATION AND DISTRIBUTION
In order to develop an access plan it is necessary to know the number of
trips that will be generated in the study area and the origin/destination
patterns of these trips. For each area of developable land a projection
was made of the daily number of trips generated based on the anticipated
type of laid use and the following trip generation rates:
jype of Land Use
Industrial
MTS Office/Manufacturing Facility
Cgmmercial
Residential
Trip Generation Rate
(Vehicle Trip Ends/Day)Y
80 per acre/
3.46 per employee3/
240 per acre
10 per households/
Applying these trip generation rates to the anticipated future land uses
results in the trip generation projections shown in Figure 1. This figure
shows that, at full development, the study area would be expected to
generate 32,300 vehicle trip ends per day. These trips do not include
present trips generated by the Chanhassen Estates and other existing
developments. This number of trip ends is about the same as generated
at the Southdale Shopping Center6� which demonstrates the substantial
level of the projected tripmaking activity. The Lake Susan Industrial
Park and MTS Office/Manufacturing facility are proposed to be developed
in phases. The projected trip ends associated with each phase are:
1/A trip end is either an origin or destination. For example, one trip
end is generated at the MTS facility when an employee arrives and a
second is generated when he leaves.
4/Source: NCHRP Report No. 121, "Protection of Highway Utility", 1971. .
5/Source: ITE Informational Report, "Trip Generation", 1976.
6/"Travel Behavior Inventory for Metropolitan Council," BRW, 1970.
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Daily Vehicle
Trip Ends
Lake Susan Industrial Park
at completion of Phase I (1984) 6,490
at completion of Phase II (1987) 14,630
at completion of Phase III (1990) 19,210
MTS Office/Manufacturing_Facility
at opening with 430 employees 1,660
at full development with 1,700 employees 5,880
The next step was to distribute trips from each parcel shown in Figure 1
to other parcels in the study area and to routes leading away from the
area. Tile bases for this step are the distribution of residential loca-
tions for persons who would work in the study area and the distribution
of employment opportunities for persons who would live in the study area.
The results of the trip distribution process are shown in Figures 2 and 3
for the MTS facility and Lake Susan Industrial Park, respectively. Similar
travel desire patterns were developed for the other four parcels in the
study area.
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DEFINITION AND ANALYSIS OF ALTERNATIVE ACCESS SOLUTIONS
ALTERNATIVES AND EVALUATION CRITERIA
Rased on a review of land use plans and on previous access related planning,
three alternative access plans have been identified. These alternates are
shown in Figure 4 and described below:
• Alternate 1 - Minimal Frontage Road. This alternate
includes only the roadways necessary to provide access
to parcels in the study area. No continuous east -west
road on the south side of T.H. 5 is provided.
• Alternate 2 - Complete Frontage Road. This alternate
provides a continuous east -west roadway between Co. Hwy.
17 and 184th Street.
• Alternate 3 - Complete Frontage Road with median on T.H. 5
Extended Across Dakota. This alternate is the same as
Alternate 2 except for the median closure on T.H. 5 at
Dakota. The intent of the median closure is to improve
traffic safety at the intersection of T.H. 5 and Dakota.
To provide a basis for evaluating the alternatives, four evaluation criteria
have been developed that attempt to address needs on a local, site access
basis, on a City-wide basis and on a regional basis. Descriptions of the
four criteria follow.
Access to affected pro ep rties. For all existing and future
developments, it is important that direct and convenient
access be provided to and from all major approach directions.
• Safety and efficiency of traffic flow. The roadway system
should provide safe and efficient operation for both through
and local traffic in the area.
• Separation of local trips from through trips. T.H. 5 and
County Hwy. 17 in the study area are designated by the Metro-
politan Council as Minor Arterials. Under this classification,
these routes are intended to provide mobility between sub-
regions, with limited direct land access. To enable these
routes to fulfill this function, short, local trips (e.g.
between the Chanhassen Estates and MTS facility) should be
able to utilize local streets and not have to use T.H. 5.
• Impacts on land use. It is important that the roadway system
complement and support land use activities and not split
parcels into unusuable sites or create serious noise or
safety barriers.
7
ALTERNATIVE ACCESS PLANS
Alternate 1 Minimal Frontage Road
--A
To MTS
Development
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To Lyman Boulevard
Alternate 2 Complete Frontage Road
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To Lyman Boulevard
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To Lyman Boulevard
Alternate 3 Complete Frontage Road with Median on
T.H. 5 Extended Across Dakota
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Median on T.H. 5-
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Major roadway
Major full movement intersection
ANALYSIS OF ALTERNATIVES
For each alternative, a year 2000 traffic assignment was developed to show
total projected traffic (i.e. traffic generated by the anticipated develop-
ments plus other trips) on major roadways in the area. The assignments
were based on the trip generation and distribution characteristics previously
documented and on the features of the roadway system for each alternative.
Analysis of Alternative-1 - Minimal Frontage Road
Figure 5 shows the year 2000 volume projections for Alternate 1. At the
intersection of T.H. 5 and T.H. 101 volumes on T.H. 5 would double and
volumes on the south leg would increase by 7'2 times over existing volumes.
The left turn volumes from the east to the south would be very heavy during
the a.m. peak period at the intersections of T.H. 5 with Co. Hwy. 17, T.H.
101, and Dakota. The Dakota Avenue intersection would be the sole access
point for the MTS facility, creating an especially heavy burden at this
intersection.
An assessment of this alternative relative to the evaluation criteria
follows.
Evaluation Criterion Comments
Access to affected Reasonably direct and convenient access for all
properties. properties except MTS, where traffic from east
has to proceed beyond MTS and then "double -back"
via Dakota and new access road.
Safety and efficiency Heavy traffic load at T.H. 5-and Dakota and on
of traffic flow. Dakota just south of T.H. 5 likely would cause
operational difficulties. Satisfactory sight
distance would be available at all intersections
on T.H. 5.
Separation of local Due to lack of continuous east -west roadway south
trips from through of T.H. 5, many local trips would have to use
trips. portions of T.N. 5 (e.g. between Chanhassen
Estates and Lake Susan Industrial Park). Such
usage would conflict with the regional function
of T.N. 5.
Impacts on land use. Concentration of all MTS trips on Dakota would
cause negative impacts for nearby homes in the
Chanhassen Estates.
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Maly_sis of Alternative 2--_Complete Frontage Road
As shown in Figure 6, year 2000 volumes under this alternative are lower
than Alternative 1 at the intersections of T.H. 5 with T.H. 101 and Dakota.
As a result, Alternative 2 would involve less likelihood of congestion at
these intersections. This alternative is evaluated below.
Evaluation Criterion Comments
Access to affected Reasonably direct and convenient access provided
properties, to all properties.
Safety and efficiency Provision of one additional major access point
of traffic flow. (T.H. 5 and 184th St.) would relieve traffic
burden at other three intersections on T.H. 5
that provide access to the study area. Satis-
factory sight distance would be available at all
intersections on T.H. 5,except at 184th St. where
regrading of T.H. 5 would,be needed to provide
adequate sight distance.
Separation of local Continuous roadway on south side of T.H. 5 would
trips from through provide separate route for local trips such that
trips. this traffic would not have to use T.H. 5.
Impacts on land use. Additional roadway right-of-way required.
Analyses indicate that roadway could be aligned
so as not to require acquisition of any existing
developments or not to deter future development.
Analysis of Alternative 3 - Complete Frontage Road with Median on T.N. 5
xendecf Ilcross Dakota
As shown in Figure 7, this alternative would dramatically reduce volumes
on Dakota at T.H. 5 since only right turns in and out of Dakota would be
permitted at this intersection. An evaluation of this alternative follows:
Evaluation Criterion Comments
Access to affected Median on T.N. 5 across Dakota would seriously
properties. restrict access for Chanhassen Estates and for
locations served by Co. Hwy. 16 north of T.H. 5:
- Motorists traveling from the east on T.N. 5
and destined to the Chanhassen Estates or
commercial area immediately to the north
would have two choices, both of which involve
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problems. They could turn off T.H. 5 at
184th St., which is about 3,000 feet east
of Dakota; this intersection is so far re-
moved from the Chanhassen Estates and
adjacent commercial area that many motorists
would not realize they had arrived at the
entrance to these developments. The other
choice would be to proceed past Dakota and
either make a U turn at T.N. 101 or a left
turn onto T.N. 101 followed by a left turn
onto the frontage road. Either of these
latter two maneuvers would require about one
mile more travel distance than if the motorist
could have turned left directly at Dakota.
- Motorists,using Co. Ilwy. 16 to travel east-
bound on T.H. 5 would have to use T.H. 101
instead, creating an increased traffic burden
at the intersection of T.H. 101 and T.H. 5.
Safety and efficiency Operations would be improved at intersection of
of traffic flow. T.H. 5 and Dakota, through added burden at inter-
section of T.H. 101 and T.H. 5 would largely
offset this benefit.
Separation of local Continuous roadway on south side of T.N. 5 would
trips from through effectively separate these two types of trips.
trips.
Impacts on land use. Restricted access at Dakota and T.H. 5 would
detract from attractiveness of properties that
use this access point, especially the commercial
area immediately north of the Chanhassen Estates.
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RECOMMENDED ACCESS PLAN
ROAD14AY SYSTEM
The preceding evaluation of the alternative access solutions indicates
that Alternate 2 - Complete Frontage Road best meets all evaluation
criteria. This alternative would provide convenient access to all affected
properties. The spacing of intersections on T.H. 5 and sight distances
would be adequate to provide safe traffic operation, assuming that the
necessary regrading on T.H. 5 near 184th St. would be completed. The
complete frontage road would effectively accommodate local trips, rather
than forcing these trips to T.H. 5 which is not intended to accommodate
local traffic, and would not cause any significant negative land use impacts.
Therefore, it is recommended that the access plan as shown in Alternate 2
Figure 6 shows the projected year 2000 volumes for this alternative. To
gain an understanding of the rate at which existing volumes will increase
to the year L'Jjo volume levels, a forecast has been made of 1985 volumes
based on development staging plans. The resultant 1985 volumes, as
compared to existing and year 2000 volumes, are shown in Figure 8. This
figure shows that 1985 volumes on many roadway links will reach a level
close to the projected year 2000 volumes. For example, on the frontage
road just west of T.H. 101, the 1985 volume of 9,500 vehicles per day
would be 80 percent of the 12,000 vehicles per day expected by the year
2000. Furthermore, these volumes indicate that the frontage road west of
T.N. 101 would need to be four lanes wide by 1985 since the projected volume
of 9,500 vehicles per day is essentially equal to the 10,000 vehicles
per day capacity of a two lane road.
DESIGN GUIDELINES
To provide the City with a framework for implementation of the recommended
access plan, several design guidelines are presented.
T.H. 5/Dakota Intersection and T.H. 5/184th St. Intersection
A review of traffic signal warrants revaled that present conditions justify
installation of a traffic signal at this intersection. A.M. peak hour
traffic volumes for existing conditions and after Phase I completion of
MTS are shown in Figure 9. Analyses of these volumes indicated that the
intersection essentially would operate at capacity after Phase I completion
of MTS. This result indicates that planning should begin soon for extension
of the frontage road east to 184th St. and for upgrading the intersection at
184th St. and T.H. 5 such that when MTS employment grows beyond 480 persons,
184th St. will be available as an access point to relieve the traffic burden
at Dakota. Upgrading the intersection of T.H. 5 and 184th St. conforms with
the State's policy to implement safety improvements at major intersections
on T.N. 5 when problems develop.
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For the frontage road to be effective in accommodating local trips and in
providing safe operation, the roadway should be continuous between Co. Hwy.
17 and 184th St. That is, the road should not have a jog or offset at any
intersection along the route.
Intersection Spacing Standards
In order to accommodate the projected volumes safely and efficiently,
• The T.H. 101/Frontage Road intersection should be at least
500 feet from the T.H. 101/T.H. 5 intersection.
The frontage road/Dakota intersection should be at least
200 feet from the Dakota/T.H. 5 intersection.
Cross -Sections of Frontage Road
Recommended typical cross -sections for the frontage road have been developed
based on the volume forecasts and are shown in Figure 10.
Conceptual Layouts for Frontage Road/T.H. 101 Intersection and Dakota/
T.H. 5 Intersection
The two locations on the roadway system that require special design treat-
ment are the frontage road/T.H. 101 intersection and the Dakota/T.H. 5
intersection, Applying geometric design standards, conceptual layouts
have been developed for these intersections as shown in Figure 11.
STAGING OF IMPROVEMENTS
The recommended frontage road should be constructed in stages as the study
area develops. Generally, each link of the frontage road should be con-
structed in conjunction with development of the land 'adjacent to that
segment of the road. Two potential exceptions to this staging process are:
• The frontage road through the MTS site east to 184th St., in
conjunction with upgrading the intersection of T.H. 5 and
184th St. should be implemented when the intersection of
T.H. 5/Dakota becomes overloaded, which is expected to occur
when MTS employment reaches the 500-600 employee level.
• Other segments of the frontage road should be constructed
through undeveloped land if necessary to relieve traffic
problems at other locations.
POTENTIAL FUNDING SOURCES
In situations where the frontage road is constructed in conjunction with
land development, the City may -require the developer to provide the road.
In other situations different funding sources may be needed for right-of-
way and construction, e.g. MSA funds if the roadway is designated on the
MuniciPal State Aid System.
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t=YGURE 10 f ,. t
TYPICAL CROSS -SECTIONS FOR PROPOSED FRONTAGE ROAD
Between Co. Hwy. 17
and T.H. 101
-- ROW =
100' -
-
roadway
= 52' --*�
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Between T.N. 101
and 184th St.
ROW =
60'
..roadway
= 28
s
NOTE:
These cross -sections
assume that parking
would
be prohibited on both sides of the
frontage road.
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COI, ICEPTUAL INTERSECTION LAYOUTS
Frontage Road/T.H. 101
180
52' ' 23'
_ 52Al
�`�-- —-- 360' — — — �+
min.
Dakota/T.H. 5
28'
min. I
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