5.8. PCS 01-25-2005
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Item # 5.8.
MEMORANDUM
TO:
Planning Commission y
Scott Harlicker, Senior Plann~
January 25, 2005
FROM:
DATE:
SUBJECT:
Case No. P 04- 11 Request for Preliminary Plat - Carson
Business Park
Reauest
Consider a request by Commonweal Development for a preliminary plat for Carson
Business Park. The applicant is proposing to subdivide a 10.59 acre parcel into 5 lots and 1
outlot. The plat includes platting Carson Street as a cul de sac into the property to provide
access to the lots.
Location
The property is located at the Southwest comer of Main Street and Highway 169
Zonina/Land Use
C3 (Highway Commercial) / LI (Light Industrial)
Attachments
. Location Map
. Preliminary Plat
. Grading Plan
. Utility Plan
. Preliminary Site Plan
. Memo from the City Engineer
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Carson Business Park/P 04-11
January 25, 2005
Page 2
Overview
Existing Conditions
The parcel is undeveloped except for a billboard located near the intersection of Main Street
and Highway 169 and a small house that has been used as an office at the intersection of
Main and Carson Streets. The house will be removed and the billboard relocated to a
different area of the property.
The property has 1243 feet of frontage on Highway 169 and about 300 feet of frontage on
Main Street. With the exception of a couple of small hills and shallow depressions, there is
little change in topography across the site. Other than a small group of trees located around
the existing house, the site is covered with grass and brush. There is a small wetland located
in the northwest corner of the site.
The adjacent land uses are mixed. There are twinhomes, an office and undeveloped land to
the west. The undeveloped land is owned by Great River Energy and is zoned R3
(Townhouse/Multifamily) as are the twinhomes. The office is zoned C2 (Office). The site is
bounded by Main Street on the north and Highway 169 on the east. The uses on the north
side of Main Street include SuperAmerica, Burger Time, Pizza Hut and an automotive
service plaza. Great River Energy is located on the south and is zoned It (light Industrial).
Preliminary Plat
The proposed plat for Carson Business Park includes 5 lots, one outlot and platting Carson
Street to provide access to the new lots. The lots will have frontage on both Carson Street
and Highway 169; the lots will not have direct access to Highway 169. Carson Street will be
a cul de sac and will intersect with Main Street opposite the existing Carson Street on the
north. Outlot A is an odd sliver of land on the south side of Carson Street adjacent to the
Meadow Park plat. It is a remnant piece that will be used for stormwater poneling.
Analysis
Lots
The lots comply with the dimensional requirements of the C3 zoning district. Lots 1-4 will
be developed in a similar fashion as the lots on the east side of Highway 169 in Elk River
Crossing. Lot 5 will be used as a replacement location for the existing billboard that is
located at the intersection of Main Street and Highway 169. Billboards are considered a
principle use, and therefore have to be placed on their own lot. There can not be another
principle use on the same lot as the billboard. Relocating the billboard will require a sign
permit. A stormwater pond will also be located on Lot 5.
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Carson Business Park/P 04-11
January 25, 2005
Page 3
Streets / Access
Carson Street will be platted as a cul de sac. Carson Street as proposed exceeds the 700 foot
maximum. length allowed by the Subdivision Ordinance. Longer cul de sacs may be allowed
if the cul de sac is temporary because the street is designed to extend into adjoining land or
because of the irregular shape of the land. There is also a 12 foot jog in the right-of-way
along Main Street. There is a sidewalk along Main Street that terminates at the west
boundary of this plat.
Issues
. Eliminate the 12 foot jog along the Main Street right-of-way so that the north line of
the plat is straight from Meadow Park 2nd Addition to Highway 169.
. The sidewalk along Main Street should be extended from Meadow Park 2nd Addition
to Highway 169.
. The office building on Lot 1, Block 1 Meadow Park 2nd Addition should be granted
an access easement across Outlot A so that they can have access to Carson Street.
The existing temporary driveway to Main Street can then be closed.
. Since there will be no direct access to Lot 5 from Highway 169, an access easement
will have to be recorded across Lot 4 to Lot 5.
Traffic
The traffic impacts of this project have been the subject of several revisions to the traffic
study. The impact of the traffic on the intersection of Main Street and Carson Street has
been the focus of these studies. This intersection has also been identified by MnDoT as a
potential site for an above grade interchange. Should this interchange be constructed, it will
likely have an impact on this development.
Issues
. The most recent traffic study has been reviewed by the City Engineer. His comments
are included in the attached memo. The traffic generated by the development of
these lots will adversely affect traffic at the intersection of Carson Street and Main
Street. He recommends that approval of this plat be contingent on addressing the
transportation issues outlined in his memo.
Recommendation
Transportation impacts are the main issue with this plat. The traffic that will result from
development of the lots and its impact on the intersection of Carson Street/Main Street are
outlined the City Engineer's memo. Should the Commission recommend approval of this
preliminary plat, the following conditions should be included:
1. A DEVELOPERS AGREEMENT BE PREPARED AND EXECUTED
OUTLINING THE TERMS AND CONDITIONS OF THE PLAT APPROVAL
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Carson Business Park/P 04-11
January 25, 2005
Page 4
AND INSTALLATION OF IMPROVEMENTS PRIOR TO RELEASING THE
PLAT FOR RECORDING.
2. A LETTER OF CREDIT BE PROVIDED TO THE CITY IN THE AMOUNT OF
100% OF THE COSTS OF PUBLIC IMPROVEMENTS.
3. UPON COMPLETING ALL OF THE IMPROVEMENTS AND HAVING THEM
ACCEPTED BY THE CITY, A WARRANTY BOND IN THE AMOUNT OF 25%
OF THE IMPROVEMENT COSTS SHALL BE SUBMITTED TO THE CITY
FOR A ONE YEAR PERIOD.
4. SURFACE WATER MANAGEMENT FEE IN THE AMOUNT REQUIRED BY
THE CITY AT THE TIME OF FINAL PLAT BE PAID PRIOR TO RELEASING
THE PLAT FOR RECORDING.
5. SEALCOAT FEE IN THE AMOUNT TO BE DETERMINED BY THE CITY
ENGINEER BE PAID TO THE CITY PRIOR TO RELEASING THE PLAT FOR
RECORDING.
6. THE NECESSARY DRAINAGE AND UTILITY EASEMENTS BE DEDICATED
ON THE PLAT AS REQUIRED BY THE CITY.
7. ALL COMMENTS OF THE CITY ENGINEER BE ADDRESSED.
8. ALL APPROPRIATE WETLAND PERMITS MUST BE OBTAINED PRIOR TO
COMMENCING WORK ON THE SITE.
9. GRADING AND EROSION CONTROL PLAN AND DVELOPMENT PLAN BE
SUBMITTED AND APPROVEDBY THE CITY ENGINEER PRIOR TO THE
ISSUANCE OF BUILDING PERMITS.
10. ALL GRADING WILL NEED TO BE CERTIFIED PRIOR TO THE ISSUANCE
OF BUILDING PERMITS.
11. STREET LIGHTS SHALL BE INSTALLED AS RECOMMENDED BY ELK
RIVER MUNICIPLAL UTILTIIES.
12. PARK DEDICATION FEES BE PAID PRIOR TO RELEASING THE PLAT FOR
RECORDING.
13. APPROPRIATE CROSS ACCESS EASEMENTS SHALL BE APPROVED BY
THE CITY AND RECORDED WITH THE PLAT.
14. A TREE PRESERVATION PLAN BE APPROVED PRIOR TO RELEASING
THE PLAT FOR RECORDING.
15. ANY TREES OFF SITE OR ON SITE, NEAR THE LIMIT OF GRADING THAT
ARE TO BE PRESERVED, SHALL BE FENCED WITH A SNOW FENCE AT
THE DRIP LINE TO PREVENT GRADING, COMPACTION, OR STORAGE
OF EQUIPMENT, DEBRIS OR MATERIALS. STAFF SHALL INSPECT
FENCING PRIOR TO CLEARING OR GRADING COMMENCING.
S:\pLANNING\Case Files\2004\P 04--11 Carson Business Pk\P04--11PCOl-25.doc
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Carson Business Park/P 04-11
January 25, 2005
Page 5
16. ALL NECESSARY TRUNK SANITARY AND WATER ASSESSMENTS, AND
LATERAL WATER ASSESSMENTS BE PAID PRIOR TO RELEASING THE
PLAT FOR RECORDING.
17. THE USES AND/OR MIXES OF COMMERCIAL DEVELOPMENT RESULT
IN A LOS D IN THE WORST CASE SCENARIO FOR ALL MOVEMENTS IN
THE A.M. OR P.M. PEAK HOUR AT THE INTERSECTION OF MAIN
STREET AND CARSON AVENUE.
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River - , Case Number:
Location Map
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P 04-11 CARSON BUSINESS PARK
13065 Orono Parkway
Elk River, MN 55330
January 19, 2005
File: 809310J-0240
~. Scottffarlicker
Senior Planner
City of Elk River
13065 Orono Parkway
Elk River, MN 55330
RE: CARSON BUSINESS PARK
Dear Mr. Harlicker:
. As requested, we have reviewed the revised submittal information provided for the Carson
Business Park located at the southwest quadrant of Trunk Highway 169 and .Main Street.
The information we reviewed was a set of drawings prepared by John Oliver & Associates
and dated November 24, 2004. The drawings included a preliminary plat, preliminary
grading plan, preliminary utility plan, and preliminary site plan. We also received and
reviewed an updated traffic study prepared by Benshoof & Associates, Inc.. dated December
7, 2004. Finally, there was an Application for a Wetland Project prepared by Miller
Environmental, Inc. This information was reviewed by the Technical Evaluation Panel on
December 9, 2004. Based .on our review, we would offer the following comments:
A. Traffic
www.cLelk-river.mn.us
Carson Business Park
December 20, 2004
Page 2
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on this property, that it would develop as 18 townhomes. One thing that the traffic analysis
does not deal with but is shown on the site plan is the driveway to the Urista office building
,currently being constructed on the lot just to the west along Main Street. That office
building is just over 5,500 square feet and there is a condition on it that its individual
driveway onto Main Street be closed when Carson Avenue is. constructed.
The traffic analysis concludes based on the information provided above, that the p.m. peak
hour will be the most critical. During the p.m. peak hour, it is estimated that 434 trips will
be generated by this development, 219 entering and 215 exiting the site. Figure 4 in the
report provides a weekday peak hour level of service diagram. In the p.m. peak hour, it
estimates that the left turn. and straight-through movements out of the development will
operate at Level of Service F. It also estimates that the left turn out of the commercial area
north of Main Street will operate at a Level of Service F, as well as the straight -through after
the Carson Business Park is developed.
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I believe it would be inappropriate to approve a development that their own traffic analysis
indicates the main intersection servicing the development, and in this case the only
intersection servicing the development, will have two of the three movements operate at
Level of Service F at full build out, as well as lowering an existing leg of the intersection's
movements to Level of Service F. Their own traffic analysis prepared by Benshoof &
Associates states in the text, "Level of Service (LOS) F represents the worst intersection
operation with excessive delay. Most agencies in Minnesota consider that LOS D represents
the minimal acceptable LOS for normal peak traffic conditions." I would recortunend that
the platting of this property have a condition on it that the uses and/or mixes. of
commercial development result in a LOS D in the worst case scenario for all movements in
the a.m. or p.m. peak hour at the intersection of Main Street and Carson Avenue.
B. Other Issues
If the development of Carson Business Park is to move forward, we would offer these
additional comments:
1. Carson Avenue should be.straightened between the Main Street intersection and at
least the first driveway to provide for ease of traffic movements. Currently, the road
. alignment is curved through the driveways with a very short tangent prior to meeting
Main Street.
2. We would recommend that restricted access be provided around the entire perimeter
of the plat with two exceptions, those being where Carson Avenue meets up with
. Main Street, and where the driveway is shown to Meadow Park 2nd Addition to
service the Urista office building. (No access to the Great River Energy site because
this just makes the traffic issues worse.)
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3. The Technical Evaluation Panel. reviewed this proposal and approved the wetland
impact for Carson Avenue. It also approved the wetland mitigation plan. It
disapproved the wetland impact shown fonhe driveway to the Great River Energy
property.
S:\PLANNlNG\Case Files\2OG4\P 04-11 Carson Business Pk\12 20 04 Engineer's merno.doc
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Carson Business Park
December 20, 2004
Page 3
4. The drainage analysis which was previously submitted based on a slightly different
concept of developing this property needs to be revised to reflect the final proposed
development concept of the property reviewed and approved prior to proceeding.
5. The plat should provide additional right of way along Main Street and then facilitate
sidewalk construction to 1H 169.
6. The plat should be required to pay $37,950 for the previously constructed left turn
lane on Main Street.
7. The plat should be required to pay the current assessment rate for trunk sanitary
sewer and water services in Eastern Elk River.
If you have any questions regarding these comments, please call.
Sincerely,
~JII!adw)
Terry J Maurer, P.E.
City Engineer
S:\PLANNING\Case Files\2004\P 04-11 Carson Business Pk\12 2004 Engineer's memo.doc
..~
BENSHOOF & ASSOCIATES, INC.
TRANSPORTATION ENGINEERS AND PLANNERS
10417 EXCELSIOR BOULEVARD, SUITE TWO / HOPKINS,. MN 55343/(952) 238-1667 I FAX (952) 238-1671
December 7; 2004
Refer to File: 03-75
MEMORANDUM
TO:
Dan Clumpner, Commonweal Development
f;pr-- /19
Edward F. Terhaar and Aravind Gottemukkula
FROM:
RE:
Updated Traffic Study for Proposed Development at TH 169 and Main Street in'
Elk River, MN
PURPOSE AND BACKGROUND
The purpose of this memorandum is to present the updated results of our traffic study for the
proposed commercial development in the City of Elk River,MN. This report is an update to
our report dated May 18,2004. We have updated our work to account for changes in the
proposed development plan.
.
The proposed site is located in the southwest quadrant of the TH (trunk highway) 169/Main
Street intersection. The following two questions were addressed inour traffic study:
. What would be the traffic impacts of the proposed development af the Main Street
intersections with TH 169 and Carson Street during both the a.m. and the p.m. peak
hours on a typical weekday?
. With the proposed development, what would be the queuing situation on Main Street
. between TH 169 and Carson Street? Would these queues be long enough to ,cause
blockage at the above two intersections?
Figure r shows the project location and the subject intersections.
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Mr. DanClumpner
December 7, 2004
-2-
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APPROXIMATE SCALE
-"^'
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o 1600' ,
COMMONWEAL
DEVELOPMENT
TRAFFIC STUDY FOR
PROPOSED
DEVELOPMENT IN
ELK RIVER
FIGUiRE1
PROJECT LOCATION
AND SUBJECT
INTERSECTIONS
W~ENSHOOF & ASSOCIATES, INC,
. ..RANSPORTAnOUENGiMEERSMJDPLANNERS
Mr. Dan Clumpner
-3-
December 7,2004
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Proposed Development Characteristics
The proposed development will consist ofthe following uses:
e
Grocery Store
Pharmacy
Retail.space
Coffee Shop
16,000SF (square~feet)
14,700 SF
19,400 SF
1,800 SF
...I
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e
The current site plan is shown in Figure 2.
In addition to the proposed development, property located immediately to the south, which is
owned by Great River Energy, was assumed to accommodate 18 townhou~es.
Access for the proposed development and the Great River Energy property will be provided on
Main Street opposite Carson Street. All of the proposed uses are expected to be complete by
2005. Consistent with normal practice, our traffic forecasts and analyses were completed for
one year after full completion ofthe proposed development, Le. 2006..
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Mr. Dan Clumpner
-5-
December 7, 2004
.
EXISTING CONDITIONS
The site forthe proposed development presently is undeveloped. North of the site is Main
Street, a four lane roadway with a median between Carson Street and TH 169. Carson Street
provides access for the development on the north side of Main Street. To the east,. Main Street
intersects with TH 169, a four lane highway with a median. Existing geometries and traffic
controls at the subject intersections are as follows:
-. . . "',
. Main StreetITH 169. This intersection presently provides two left turn . lanes; two
through lanes, and one right turn lane on all approaches. This intersection presently is
controlled by a traffic signal. Although this traffic signal is. setup for coordinated
operation withother nearby signalized intersections on TH 169, this signal presently is
. . operating uncoordinated. Mn/DOT (Minnesota Department of Transportation) staff has
indicated that problems arose due to changes made to this intersection about two years
ago. One of the major problems is insufficient space within the intersection for
northbound double left turns and the southbound double left turns to operate atthe
same time. This led MnlDOT staff to provide lead phasing for northbound left turns
and lag phasing for southbound left turns. . With this change in phasing, the existing
controller was unable to provide coordination. MnIDOT currently is in the process of
evaluating alternative signal timing/phasing plans and controllers to develop a plan that
provides coordinated operation for this signal. Mn/DOT's expectation is to develop
and implement such a plan by the end of2004.
.
. Main Street/Carson Street. This intersection presently provides a left turn lane and a
through lane on the west approach, a left turn lane, a through lane, and a shared
through/right turn lane on the east approach, and one left turn lane and one right turn
lane on the north approach. Although the north approach presently is not marked as
two lanes, observations at the site indicated that this approach is wide enoughfor two
lanes and.motorists were using it as a two-lane approach. This intersection presently is
controlled by a stop sign on the north approach..
To better understand existing conditions at the subjectintersections, traffic volumes were
collected at these intersections on a typical weekday in January during both the a.m. (7:00
~ 9:00 a.Iri.) and the p.m. (4:00 - 6:00 p.m.) peak periods. To account for average
conditions during.a year, our counts were increased by nine percent, which was based on
MnlDOT's seasonal adjustment factors. Existing traffic volumes during both the a.m.
and the p.m. peak hours are presented later in this memorandum.
.
Mr. Dan Clumpner
-6-
December 7,2004
.
TRAFFIC . FORECASTS
Trip Generation
Trip generation for all uses within the proposed development was developed based on data
presented in the Institute of Transportation Engineers' Trip Generation, Seventh Edition, 2003.
Trips resulting from this process. are gross trips. Given the mixed..,use characteristics ofthe
proposed development, wnichincludes retail and service uses, we expect that a portion of the
trips generated by these uses will occur within the site. Based on experience on similar
projects, we expect that five percent of the gross total trips generated by the proposed
development will be internal trips. Net trips for the proposed development were estimated by
applying this five percent reduction to gross trips. The net total trips for the retail uses can be
classified into the following three trip types:
. New Trips ~ Tbps solely to and from the subject development.
. Pass-By Trips- Existing "through" trips on Main Street that will include a stop at
the subject development in future.
. Diverted Trips - Existing "through" trips on TH 169 that will include a stop at the
subject development in future.
.
Based on data published by the ITE and existing traffic volumes on TH 169 and Main Street,
about 50 percent of the net total trips for the supermarket and pharmacy willbe ne~ trips, 30
percent will be diverted trips, and the remaining 20 percent will be passby trips. For the coffee
shop, about 30 percent ofthe net total trips will be new trips, 60 percent will be diverted trips,
and the remaining 10 percent will be passby trips. For the retail space, about 40 percent of the
net total trips will be new trips, 50 percent will be diverted trips, and the remaining 10 percent
will be passby trips. The townhouse land use was assumed to consist of all new trips. Table I
shows oUr trip generation estimates for the a.m. and the p.m. peak hours on a typical weekday.
Comparison of the current trip generation to the previous plan presented in our May 18, 2004
report indicates a decrease in the number oftrips generated in both peak hours with the current
plan.
.
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Trip Distribution ano Assi2:nment
Distribution percentages for the proposed development trips were established based on
our traffic counts at the subject intersections, locations of major attractions relative to the
proposed site, and the surrounding roadway network. The following are the trip .
distribution percentages:
· New Trips
o 30 percent to ,!nd from the north on TH 169
o 10 percentto and from the south on TH 169
o 40 percent to and. from the west on Main Street
o 20 percent to and from the east on CSAH (County State Aid Highway) 12
. Passby Trips
o A.M. Peak Hour
. 40. percent from the west on Main Street and to the east on CSAH 12
. 60 percent from the east on CSAH 12 and to the west on Main Street
o P.M. Peak Hour
. 45 percent from the west on Main Street and to the east on CSAH 12
. 55 percent from the east on CSAH 12 and to the weston Main Street
.
. Diverted Trips
o A.M. Peak Hour
. 70 percent froll1 the north and to the south on TH 169
. 30 percent from the south and to the north on TH 169
o P.M. Peak Hour
. 30 percent from the north and tothe south onTH 169
. 70 percent from the south and to the north on TH 169
Estimated trips for the proposed development were assigned to the surrounding road network
based on the above trip distribution percentages to determine development volumes at the
subject intersectio.ns.
Traffic Volumes
As described earlier, we have completed traffic forecasts and analyses for one year after
full completion ofthe proposed development, i.e. 2006. Based on historic traffic growth
trends on TH 169, we established a five percent per year growth rate for background
traffic on TH 169. Similarly, a three percent per year growth rate was established for
traffic 011 Main Street. These growth rates were applied to existing volumes at the subject
intersections to arrive at 2006 no-build traffic volumes. The 2006 build volumes were
established by adding the proposed development volumes to 2006 no-build volumes.
Traffic volumes for all these scenarios during both the a.m. and the p.m. peak hours are
presented in Figure 3.
.
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WEEKDAY PEAK
HOUR VOLUMES
.
TRAFFIC ANALYSES
To determine the impacts ofthe proposed development on the subject intersections,
capacity analyses were completed for all traffic scenarios described earlier during both
the a.m. and the p.m. peak hours. Our capacity analyses were completed using Synchro
and the Highway Capacity Software. .
For our capacity analyses, we used existing geometrics and traffic controtat the TH
169/Main Street intersection for all three traffic scenarios, existing, 2006no~build, and
2006 build. Although this intersection presently is operating as uncoordinated" Mn/DOT
would have operated this intersection as coordinated if a suitable signal phasing and
timing plan was developed. Mn/DOT is in the process of identifying a satisfactory plan
for this signalto achieve the coordination patterns that were provided to us and
implement the plan this summer. Therefore, we used the coordinated signal parameters
provided by Mn/DOT staff in our capacity analyses for all traffic scenarios to provide a
reasonable comparison of existing and future c6nditions. At the Main Street/Carson
Street intersection, we used existing geometrics and traffic control for existing. and 2006
....... ...
no-build conditions. For the 2006 build conditions, we used stop.control on the north and
the south approaches, one left turn lane, one through lane, and one right turn lane on the
west approach, one left turn lane, one through lane, and one shared through/rightturn
lane on the east approach, one shared through/left turn lane and one right turn lane on the
north and the south approaches.
.
Capacity analysis results are presented in terms of Level of Service (LOS), which ranges
from A to F. r"OS A represents the best intersection operation, with very little delay for
each vehicle using the intersection. LOSF represents the worst intersection operation
with e~cessive delay. Most agencies in Minnesota consider that LOS D represents the
minimal acceptable LOS for normal peak traffic conditions. Results of our capacity
analyses are presented in Figure 4.
TH 169/Main Street Intersection. As shown in Figure 3, all movements at the TH
169lMain Street intersection during the. a.m. peak hour are presently operating at LOS D
or l:2etter and will operate at D or better for the future scenarios, except for the westbound
left turns. The westbound left turns presently are operating at LOS E and will continue to
operate at E even after the completion of the proposed development. As indicated in
Figure 3, the proposed development will not cause any change in LOS at this intersection
during the a.m. peak hour.
Although four movements atthe TH 169/Main Street intersection operate at LOSE or F
during the p.m. peak hour, the change in LOS from the 2006 no-build condition to the
2006 build condition is minimaL Therefore, it is our opinion that the proposed
development will have minimal impacts on the TH 169/Main Street intersection during
both the a.m. and the p.m. peak hours.
.
Main Street/Carson Street. As indicated in Figure 3, all movements at the Main Street/Carson
Street intersection are presently operating at LOS D or better and will opewte at LOSD or
better for 2006 no-build condition during both the a.m. and the p.m. peak hours, except for the
southbound left turns, which will operate at LOS E for the 2006 no-build condition during the
.
p.m. peak hour. With the proposed development, the northbound and the southbound left turns
,and the through movements willop~rate at LOS F. This situation is not uncommon, especially
for left turns and through movements on a minor street approach with stop sign control at a
high-volume roadway. Although traffic signal control could provide better operationsat this
intersection, this mitigation was not examined given the dose spacing oUess than 400 feet
between Carson Street and TH 169.
In addition to the capacity analyses, we simulated traffic conditions for the 2006 build
condition using the Simtraffic 6 software package. One of the results that the simulation
generates is queues for various movements. Our simulation resulted in queuing at both the
subject intersections for the 2006 build condition during both the a.m. and the p.m. peak hours.
These results clearly indicate that the p.m. peak hour is the most critical period for queuing.
The industry practice is to design for the 95th percentile queues. The p.m. peak hour 95th
percentile queue for the eastbound movements at the 1'H 169!Main Street intersection is about
276 feet, which principally is caused by through movements. The 95th percentile queuing for
the westbound movements at the Main Street/Carson Street intersection is about 74 feet, which
. principally is causedby the left turns. These 95th percentile queues are within the available
stacking space of about 320 feet on Main Street between Carson Street and TH 169.
.
Our overall conclusion from the capacity analyses and simulation is that the proposed .
development will have minimal impacts on the TH 169!Main Street intersection and on Main
Street at Carson Street. We acknowledge that the proposed access plan is not ideal and results
in individual movements operating at ppor levels of service. However, given the location of
this property and the access constraints that exist, the proposed access location is the best
possible solution.
.
AIthough.other measures such as channelizing islands can be used to improve existing and
future LOS E and F operations at the TH 169!Main Street intersection, we understand that -
MnIDOT is not planning -on any changes at this intersection. Instead, discussions are
underway regarding upgrading TH 169 to a freeway in the future to accommodate the already
hightr<jlffic volumes. Considering findings from our analyses and MnIDOT's plans for the
future, we do not recommend any changes to Main Street or TH 169 to accommodate the
projected 2006 build traJficas the proposed development would not cause any significant
. changes in the 2006 no-build operations.
.
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WEEKDAY PEAK HOUR
LEVE~S OF SERVICE
.
CONCLUSIONS
Based on jnformation presented in this memorandum, we have made the following
conclusions:
. On a typical weekday, the proposed development will generate an estimated 255
trips (135 entering and 120 exiting) during the a.m. peakhc)Ur and 434 trips (219
entering and 215 exiting) during the p.m. peak hour. The current trip generation
for both thea.ill. and p.m. peak hours is lower than the trip. generation for the
P!eviousdevelopment plan as presented in our May 18, 2004 report.
. Based on our traffic projections, LOS, and queuing results, the proposed
development will have minimal impacts. on the TH 169/Main Street intersection
and on Main Street at CarsoIi Street.
. We.ackIlow1edge that the proposed access plan is not ideal and results in ..
individual movements operating at poor levels of service. However, given the
location of this property and the access coIlstraints that exist, the proposed access
location is the best possible solution.
.
.
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FOR
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Civil En9ine~ring. Land SUTVliying. Land Planni'/'l.g
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Elk River. Minnesota 55330
763 441 2072 FAX 763 441 5665
Offices in: Elk Rivl?r; Burnsvitle
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DATE 11 /24/04
BK/PG
DRAWN BY SMK
CHECKED BY' RMB
DWG. 7746-12PPLAT3dwQ
TEXT,
FILE NO: 7746.12-03
Signature:
Rick M.. Blom. PlS
Date: 11 24/04 lie. No 21729
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John Oliver & Associates. Inc,
Civil Engineering, Land Su,-,,"ying, Land Planning
t hereby certify that this survey,
plan, or reporl was prepared by me
or under my direct supervision and
thal I om 0 dul}' Licensed land
Surveyor under Stale of. Minnesota
Statutes Sections 326.02 '326,15
REV
NO
CARSON BUSINESS PARK
ELK RIVER, MN
FOR
COMMONWEAL DEVELOPMENT
PRELIMINARY PLAT
580 Dodge Avenue
River, Minnesota 55330
-441 2072 FAX 763 441 5665
DATE. 11 /24/04
BK/PG,
DRAWN BY SMK
CHECKED BY: RMB
DWG, 7746-12PPLAf3dwq
TEXT.
21729 FILE NO, 7746,12 03
Signature:
Rick M. 810m. PlS
Date: 11/24/04 LtC. No.
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CARSON BUSINESS PARK
ELK RIVER. MN
FOR
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PRELIMINARY GRADING PLAN
. . I ~eby certIfy that thiS pion, spec If-
John Oltver & ASSOCIates, Inc. <)6heI~r report wos pre pored by me
Cwli Engtneenng, Land SUTVt'lI1-ng Lo.nd Plnnfl1.ng or u, ~ dIrect supervisIon and
580 Dodge Avenue that I I 1 O~t. Licensed PI ofess 0nol
Elk RWeT. M1.nnesota 55330 Engineer er ~JT}~ of Minnesota
763-441-2072 FAX 763-441-5665 Statutes See: I :tVt!)-;32615
Offtces 1.n Elk Rwer. Burnsm{le /V~ if
and Brooklyn Center, Minnesota. Slgnalure:t):
,Joseph D PelawQ,
Dote' 5/24/04 Lie. No 426 3
DATE, 5/24/04
DESIGN BY' DC
DRAWN BY, ERW BJC
CHECKED BY, DC
DWG 774B-12PGRADU
TEXT' NONE
FILE NO.: 77 46.12 -011
REV
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DESCRIPTION
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CARSON BUSINESS PARK
ELK RIVER, MN
FOR
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PRELIMINARY UTILITY PLAN
John Oliver & Associates, Inc, ~~ebyrCer~~~rllh~~sl~;eg~~~d ~ec~;
Civil. Engineermg., Land Surveym., Land Planning ~x::')ZS- dIrect. supervlsio_n an~
580 Dodge Avenue. , thot.~~~j O~UIY. Licensed. PtOfeSSlonol
Elk River, Minnesota 55330 ' Eng,"eer or !if,I~OI M,"nesOI.a
763-441-2072 FAX 763-441-5665 Slalules ,see 17 VI/J-;26.15
Offices in.~_ Elk River. BurnsviUe. C:' t. / V"
and Brooklyn Center, Minnesota ....lgna ure. ... ~
. Joseph D Pelawo~ . .
Date: 5/24/04 lie. No.4 6-
DATE 5/24/04
DESIGN BY JDP
DRAWN BY, BJC
CHECKED BY: --tDP
DWG' 7746-12PUTlU
TEXT: NONE
FILE NO,' 7746,12-08
REV
NO
DATE
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CARSON BUSINESS PARK
ELK RIVER, MN
FOR
COMMONWEAL DEVELOPMENT
PRELIMINARY SITE PLAN
John Oliver & Associates, Inc. ~K:by rcer~t~Uh~~st~~.~~~~d ~e~;
Ci"it Eng'n..,.ing, Land Su","ving', Land Planning 't:"':'rf;;j.1:'f:- dired., supervision Gn~
580 Dodge Avenue. ..hot, ~~~O~iUIY . LICensed, Professional
Elk. River, Minnesota 55330 Engineer. ~ ~r . t te of Minnesota
763_441_~072 FAX 763-441-5665 Slolutes See , 1~1J-,32615
Offic2S in: Elk Rivl:r, Bu.rnsville Signature: . I V.
and Brooklyn Center, MlnnEsota . h D P J;--
. ,Josep.. elowo,
Dale: 5/21/04 Lie ~o_ 4 6
DATE' 5/24/04
DESIGN 8Y' DC
DRAWN BY: RJH ,ERW
CHECKED BY DC
OWG 7746-12PSITE3
TEXT' NONE
FILE NO,: 7746.12-08
~~v DATE
2 12 07 04
DESCRIPTION
REVISED GRADING