HomeMy WebLinkAboutPlanning Commission Packet 06-28-19895 A.
CITY OF PLYMOUTH COMMUNITY DEVELOPMENT DEPARTMENT
PLANNING AND ZONING APPLICATION STAFF REPORT
REPORT DATE June 19, 1989, COMMISSION MEETING DATE: June 28, 1989
FILE NO.: 89017
PETITIONER: Robert Larsen Partners
REQUEST: Preliminary Plat and General Development Plan
LOCATION: Southeast Corner of West Medicine Lake Drive and State
Highway 55
GUIDE PLAN CLASS: CN (Neighborhood Shopping Center) North of the Center Line
of Cottonwood Lane Extended and LA -1 (Low Density
Residential) South of the Center Lane of Cottonwood Lane
Extended
ZONING: B-2 (Shopping Center Business) North of the Center Line of
Cottonwood Lane Extended and R -IA (Low Density Single
Family Residential) South of the Center Line of Cottonwood
Lane Extended
BACKGROUND:
During August and September 1988, the Planning Commission held a Public
Hearing and further considered a proposal by a previous developer for the
demolition of the old and construction of a new shopping center facility on
this site. Following the deferral from the August 10, 1988, Planning
Commission meeting, that developer requested, on September 14, 1988, that the
proposal be withdrawn.
Notice of this Public Hearing has been published in the Official City
Newspaper, and all property owners within 500 feet have been notified. In
addition, a development sign has been placed on the property.
PRIMARY ISSUES AND ANALYSIS:
1. The applicant proposes a one lot Preliminary Plat and a General
Development Plan showing an addition to the Plymouth Shopping Center and
the construction of two new freestanding structures on the remaining B-2
parcel of land. The existing Plymouth Shopping Center occupies 32,080
square feet. The General Development Plan proposes, as Stage One, the
addition of 14,500 square feet. The general Development Plan proposes, as
Stage Two, the construction of 60,500 square feet of new retail space in
two new buildings. The General Development Plan also proposes parking in
support of the new developments.
Page 2
File 89017
2. The primary purpose for submission of this Preliminary Plat and General
Development Plan is to address the issue of traffic and relationship to
the Thoroughfare Guide Plan element of the Plymouth Comprehensive Plan.
The General Development Plan proposes discontinuance of the existing
Highway 55 south service drive at Cottonwood Lane and the servicing of the
site by retention of a West Medicine Lake Drive Highway 55 access point
and access to future County Road 73 from the east end of the site. The
proposed roadway alignments imply the use of an alternative route for the
north/south connection point between the Highway 55 south service drive
and feature 6th Avenue North. The applicant has submitted a traffic study
prepared by his consultant describing the proposed roadway alignment
servicing the site and forecasting the impact of those alignments.
3. Section 500 of the Plymouth City Code provides the standards of design and
submission requirements for platting within the City of Plymouth. The
policy and purpose of the Subdivision Ordinance is found in Section 500.01
of the general design standard for subdivisions are found in Sections
500.15 through 500.25. We have attached copies of the pertinent sections
of the City Code with regard to Subdivisions. Planning Commission review
of a Preliminary Plat is based on these standards, in addition to the
issues of consequence that arise at the required Public Hearing. In
total, these form the basis for the recommendation the Planning Commission
makes to the City Council with regard to a Preliminary Plat.
4. The General Development Plan is divided into two stages, but while staging
of development is not a broblem, the ultimate development shown does not
conform with the proposed plat.
At such time as a Site Plan would be presented for the construction of
either or both of the two new structures, a replatting would be required
to create separate parcels on which these structures must be located, or a
variance must be addressed to the Zoning Ordinance Provision that no more
than one principal structure be located on a single parcel.
A non PUD development proposal cannot, per the Zoning Ordinance, include
multiple principal structures on a single lot.
The Preliminary Plat is to reflect the ultimate plat design, consistant
with Code and Ordinance standards. The General Development Plan should be
consistent with the Preliminary Plat; in this case, it is not.
5. A major issue regarding this site is that of traffic and the relationship
to the Thoroughfare Guide Plan. The Thoroughfare Guide Plan has, for over
15 years, depicted a major collector corridor going north/south, generally
at the west edge of this subject parcel. The major collector corridor is
depicted to connect the Highway 55 south service road to an extended 6th
Avenue North, with 6th Avenue North to run easterly across the south
property line of the subject property to intersect with future County Road
73.
Page 3
File 89017
The Preliminary Plat and General Development Plan here proposed makes no
provision for the north/south collector along the west property line nor
the east/west collector along the center line of 6th Avenue North. The
Subdivision Code requires compliance with the Thoroughfare Guide Plan, and
that includes platting of the appropriate right-of-way.
6. The proposal by this Preliminary Plat and General Development Plan to
change the Thoroughfare Guide Plan corridors and design in this general
vicinity has been submitted to the City Traffic Engineer, Strgar-Roscoe-
Fausch, for analysis. A copy of the resulting analysis is attached. Also
attached is the recommendation of the City Engineer for denial of this
application based upon the nonconformance of the proposed General
Development Plan/Preliminary Plat with the Thoroughfare Guide Plan.
7. The provisions of the Subdivision Ordinance, Section 500.15, Subdivision
5, with respect to the conservation and preservation of natural
environment, contains no distinctions between residential and commercial
plats. The site of this plat and the General Development Plan,
particularly the undeveloped south half) presents a variety of existing
natural features including mature stands of trees and marsh land areas.
The issue to be addressed is not whether such features preclude a project
such as proposed but rather to emphasize to the developer that any future
Site Plan, involving greater detail, should address this issue of
conservation of existing natural features with a design goal to
incorporate these features to the maximum extent possible in the design.
8. The Zoning Ordinance provides that the General Development Plan show only
the "general location of parking areas". Consistent with that provision,
we have made no effort to review the details of the parking proposals of
the applicant, particularly the parking counts as related to the square
footage of the proposed structures. Approval of this General Development
Plan application wouldotot include parking provisions, as to specific
numbers provided. That level of approval is reserved for the Site Plan
stage.
With respect -to location, however, we do note that the applicant provides
for "proof of parking" within areas of the site that would appear, by the
Grading, Drainage, and Erosion Control Plan, to be reserved for a storm
water holding pond. We observe that based on the grades depicted for the
storm water holding pond area, it would be impossible to park vehicles at
the same time.
We observe several instances where the applicant makes reference to "proof
of parking". We point out that the Plymouth Zoning Ordinance provides
proof of parking" with respect to only multiple use structures. "Proof
of parking" is not a concept typically used with retail uses. Any parking
provisions that would subsequently be proposed, other than construction of
parking consistent with ordinance formula, would constitute a request for
variance, or a formal deferral of required spaces.
Page 4
File 89017
PLANNING STAFF COMMENTS:
1. Consistent with the report of the Traffic Engineer and the recommendation
of the Public Works Director, we find the Preliminary Plat/General
Development Plan to be inconsistent with the Thoroughfare Guide Plan.
2. We find the proposed grading and drainage control plan to be inconsistent
with the General Development Plan with respect to ponding areas being
designated as potential parking resources.
3. The proposed single lot Preliminary Plat is not reflective of the multiple
structure General Development Plan - as it should be.
RECOMMENDATION:
I hereby recommend denial of the Preliminary Plat/Development Contract as
proposed based on the findings noted above. Consistent with the prior
direction of the Planning Commission, draft resolutions of both denial and
approval are attached hereto.
Submitted by: djA,(J
Charles E. Dillerud, Community Develo6hea Coordinator
ATTACHMENTS:
1. Draft Recommendation of Denial
2. Draft Recommendation of Approval
3. Engineer's Memo
4. Sections of the Plymouth Subdivision Ordinance
5. Section 11, Subdivision A of the Plymouth Zoning Ordinance
6. Strgar-Roscoe-Fausch Traffic Study
7. Petitioner's Traffic Study
8. Location Map
9. Large Plans
pl/cd/89017:dl)
DENYING PRELIMINARY PLAT AND GENERAL DEVELOPMENT PLAN FOR ROBERT LARSEN
PARTNERS FOR "PLYMOUTH SHOPPING CENTER" (89017)
WHEREAS, Robert Larsen Partners has requested approval for a Preliminary Plat
and General Development Plan for "Plymouth Shopping Center", a plat for one
lot on 18.7 acres located at the southeast quadrant of West Medicine Lake
Drive and Highway 55; and,
WHEREAS, the Planning Commission has reviewed said request at a duly called
Public Hearing and recommends denial;
NOW, THEREFORE, BE IT HEREBY RESOLVED BY THE CITY COUNCIL OF THE CITY OF
PLYMOUTH, MINNESOTA, that it hereby does deny the Preliminary Plat and General
Development Plan for one lot located at the southeast quadrant of West
Medicine Lake Drive and Highway 55, subject to the following findings:
1. The Preliminary Plat and General Development Plan are inconsistent with
the Thoroughfare Guide Plan Element of the Plymouth Comprehensive Plan.
2. The report of the City Engineer finds the proposed Preliminary Plat and
General Development Plan will not provide a reasonable circulation of
traffic related to the proposed use of the area.
APPROVING PRELIMINARY PLAT AND GENERAL DEVELOPMENT PLAN FOR ROBERT LARSEN
PARTNERS FOR "PLYMOUTH SHOPPING CENTER" (89017)
WHEREAS, Robert Larsen Partners has requested approval for a Preliminary Plat
and General Development Plan for "Plymouth Shopping Center", a plat for one
lot on 18.7 acres located at the southeast quadrant of West Medicine Lake
Drive and Highway 55; and,
WHEREAS, the Planning Commission has reviewed said request at a duly called
Public Hearing and recommends approval;
NOW, THEREFORE, BE IT HEREBY RESOLVED BY THE CITY COUNCIL OF THE CITY OF
PLYMOUTH, MINNESOTA, that it hereby does approve the Preliminary Plat and
General Development Plan for one lot located at the southeast quadrant of West
Medicine Lake Drive and Highway 55, subject to the following conditions:
1. Compliance with the City Engineer's Memorandum except regarding
consistency with the Thoroughfare Guide Plan.
2. Removal of all dead or dying trees from the property at the owner's
expense.
3. Compliance with Policy Resolution No. 79-80 regarding minimum floor
elevations for new structures in subdivisions adjacent to, or containing
any open storm water drainage facility.
4. No Building Permits shall be issued until the Final Plat is filed and
recorded with Hennepin County.
5. Incorporation of tree protection provisions in the Final Plat and
Development Contract approval.
6. Replatting to create a separate parcel for each principal structure is
required for Stage II development of the site.
7. All site development shall be subject to submission and approval of
detailed Site Plans.
8. The Final Plat shall include dedication of right-of-way, as specified by
the City Engineer, for future 6th Avenue North.
One of Two
Engineer's Memos
CITY OF PLYMOUTH
ENGINEER'S MEMO
to
PLANNING COMMISSION AND COUNCIL MEMBERS
DATE: June 22, 1989
FILE NO.: 89017
PETITIONER: W. Christopher Galle, Project Director, The Robert Larsen Partners, 730
Second Ave. South, Suite 415, Minneapolis, Mn. 55402
PRELIMINARY PLAT: PLYMOUTH PLAZA 55 SHOPPING CENTER
LOCATION: South of Hwy. 55, east of Cottonwood Lane in the northeast one quarter
of Section 35.
Mr. Galle has submitted an application requesting approval of a Preliminary Plan and
accompany Concept Plan. This request entails several modifications to both the existing
and proposed street network as recommended by the City's Thoroughfare Guide Plan. It
should be noted that approximately one year ago, a Site Plan was submitted by a
different applicant which received our preliminary approval. While that plan met the
intent of the City's Thoroughfare Guide Plan as well as generally accepted traffic
standards, the current plan is deficient in these areas. The following traffic
deficiencies result in the Engineering Departments recommendation of denial of this
proposed Preliminary Plat and Concept Plan:
1. Traffic conditions beyond 1993, the projected Phase Two completion date, were
not analyzed. A 20 year projection should be used to evaluate major facility
design/geometrics and traffic control.
2. The proposed elimination of the south frontage road between Cottonwood Lane and
West Medicine Lake Drive has not been fully analyzed. It appears that
substantial off-site improvements may be necessary with this proposed
elimination.
3. There remains some question whether or not MnDOT would permit a disconnection
of the frontage road from the Hwy. 55 and West Medicine Lake Drive
intersection. This would cause many additional "short" trips on Hwy. 55 which
is undesirable on intermediate arterials.
4. If County Road 73, south of Hwy. 55, is not reconstructed before Phase Two
completion in 1993, the existing County Road 73 and south frontage road
intersection will fail completely.
5. The proposed site access to future County Road 73 may become inadequate in the
future due to an insufficient stacking distance south of Hwy. 55. A future
signal may be required at the access drive intersection with County Road 73.
Plymouth Shopping Center
June 22, 1989
Page Two
6. The residential neighborhood along Cottonwood Lane will be negatively impacted
from significant traffic volume increases and associated noise and air quality
problems. In addition, residents will experience significant increases in
travel times to enter or exit their neighborhood with the proposed roadway
network.
7. Adjacent office sites will experience similar negative impacts as those of the
Cottonwood Lane residential neighborhood.
8. The proposed roadway network is not consistent with the City's Thoroughfare
Guide Plan, i.e. West Medicine Lake Drive does not extend south to 6th Avenue.
9. The on-site circulation and access system will cause traffic difficulties for
the exiting public at both access points. At the West Medicine Lake
Drive/Hwy. 55 access, significant backups of traffic will be experienced. At
the new County Road 73 access, a severe change in grade from the site to the
new county road could cause an undesirable situation.
In summary, our major concern with this proposal is the lack of a continuous frontage
road along the south side of Hwy. 55. Future traffic demands on Hwy. 55 will create
additional congestion which can be ameliorated with the continued use of a frontage road
system and a reduction in access points.
SUBMITTED BY: v LU_
Daniel L. Faulkner, P.E.
City Engineer
DATE:
FILE NO.:
PETITIONER:
PRELIMINARY PLAT:
LOCATION:
N/A Yes No
Two of Two
Engineer's Memos
City of Plymouth
E N G I N E E R' S M E M 0
to
Planning Commission & City Council
June 22, 1989
89017
W. Christopher Galle, Project Director, The Robert Larsen
Partners, 730 2nd Ave. S., Suite 415, Minneapolis, Mn. 55402
Plymouth Shopping Center
South of State Hwy. 55, east of Cottonwood Lane, on the northeast
corner of Section 35.
1. X Watermain area assessments have been levied based on proposed use.
2. _ X Sanitary sewer area assessments have been levied based on proposed
use.
3. _ X SAC and REC charges will be payable at the time building permits are
issued. Theme are in addition to the assessments shown in No. 1 and
No. 2.
Area charges are subject to change periodically as they are reviewed
annually on January 1. The rate assessed would be that in effect at
the time of final plat approval.
4. Area assessments: N= -
5. Other additional assessments estimated: No.
6. _ _ X Complies with standard utility/drainage easements -
The City will require utility and drainage easements ten feet (10')
in width adjoining all streets and six feet (6') in width adjoining
side and rear lot lines.
N/A Yes No
7. _ _ X All standard utility easements required for construction are provided
The City will require twenty foot (20') utility and drainage
easements for proposed utilities along the lot lines where these
utilities are proposed to be installed. This item has been reviewed
with the final plat and final construction plans. The final plat
shall also include all existing drainage and utility easements for
the sanitary sewer and storm sewer.
8. _ _ X Complies with ponding requirements -
The City will require the dedication of drainage easements for
ponding purposes on all property lying below the established 100 year
high water elevation and conformance with the City's comprehensive
storm water drainage plan. The 100 Year Elevation for Pond BC -P32 is
895.3. The pond must be shown on the grading plan and calculations
must be provided showing the pond meets the storage requirements in
the Comprehensive Plan.
9. X All existing unnecessary easements and rights-of-way have been
vacated
It will be necessary to vacate the obsolete easements/right-of-way to
facilitate the development. This is not an automatic process in
conjunction with the platting process. It is the owner's
responsibility to submit a petition as well as legal descriptions of
easements proposed to be vacated.
10. X The Owner's Duplicate Certificate of Title has been submitted to the
City with this application - If it is subsequently determined that
the subject property is abstract property, then this requirement does
not apply.
It will be necessary for the property owner to provide the City
Attorney with the Owner's Duplicate Certificate of Title in order
that'he may file the required easements referred to above.
11. _ _ X All necessary permits for this project have been obtained -
The following permits must be obtained by the developer:
X DNR
X MnDOT
Hennepin County
MPCA
State Health Department
2
X Bassett Creek
Minnehaha Creek
Elm Creek
Shingle Creek
X Army Corps of Engineers
Other
TRANSPORTATION:
N/A Yes No
12. _ X Conforms with the City's grid system for street names -
The names of the proposed streets in the plat must conform to the
City grid system for street names. The following changes will be
necessary.
13. _ _ --&- Conforms with the City's adopted Thoroughfare Guide Plan -
The following revisions must be made to conform with the City's
adopted Thoroughfare Guide Plan. Note the attached letter _prepared
by Dan Faulkner concerning the Thoroughfare Guide Plan.
14. X _ Acceleration/deceleration lanes provided -
Acceleration/deceleration lanes are required at the intersection of
and
15. X All existing street rights-of-way are required width -
Additional right-of-way will be required on 50 feet of additional
right-of-way will be required along the south property line for
future construction of 6th Avenue and a 50 ft x 50 ft. triangle at
the southeast corner of the plat for future construction of CSAR -73
Also the appropriate right-of-way will be required for the extension
of W Medicine Lake Drive from Hwy. 55 to 6th Avenue.
16. X Conforms with City standards requiring the developer to construct
utilities necessary to serve this plat -
In accordance with City standards, the developer shall be responsible
for constructing the necessary sanitary sewer, water, storm sewer and
streets needed to serve this plat. A registered professional
engineer must prepare the plans and profiles of the proposed sanitary
sewer, watermain, storm sewer facilities and streets to serve the
development. See Item U.
3
N/A Yes No
17. _ _ X Preliminary utility plans submitted comply with all City requirements
The developer has submitted the required preliminary plans for the
proposed sanitary sewer, watermain and storm sewer facilities. Tbg
proposed size along with invert elevations and ton of casting shall
be shown on the Preliminary Plat for the storm sewer from pond BC -P32
to Hwy. 55 Also the outlet at the storm sewer on Hwy. 55 shall be
connected to the existing 42 inch storm sewer under Hwy. 55.
18. X Per developer's request a preliminary report and plan will be
prepared by the City -
If it is their desire to have the City construct these facilities as
part of its Capital Improvements Program, a petition must be
submitted to the City. The cutoff date for petitions is October 1,
of the year preceding construction.
19. _ _ X Conforms with City policy regarding minimum basement elevations -
Minimum basement elevations must be established for the following
lots. The minimum basement elevation shall be 897.3.
20. _ X The preliminary plans conform to the City's adopted Comprehensive
Water Distribution Plan -
The following revisions will be required:
21. _ X The preliminary plans conform to the City's adopted Comprehensive
Sanitary Sewer Plan -
The following revisions will be required:
4
PRELIMINARY GRADING DRAINAGE AND EROSION CONTROL:
N/A Yes No
22. X It will be necessary to contact Bob Fasching, the City's utility
foreman, 24 hours in advance of making any proposed utility
connections to the City's sanitary sewer and water systems. The
developer shall also be responsible for contacting Jim Kolstad of the
Public Works Department for an excavating permit prior to any digging
within the City right-of-way. All mater connections shall be via
wettan.
23. _ _ X Complies with Storm Drainage Plan -
The grading, drainage and erosion control plan has been submitted to
the City's Consulting Engineer for review to see if it is in
conformance with the City's Comprehensive Storm Drainage Plan. All
of their recommendations shall be incorporated in a revised plan.
The grading and drainage plan shall also indicate proposed methods of
erosion control, including the placement of silt fence in strategic
locations. Additionally, the following revisions will be necessary:
The developer's engineer shall verify that the required storage for
storm water is provided for BC -P32.
24. A. The width and type of material for all existing streets shall be shown on the
Preliminary Plat.
B. The existing ingress and egress east of W. Medicine Lake Drive, which connects
the south frontage road to Hwy. 55, shall be closed as part of this improvement
and at the developers expense.
C. The on site private utilities will be reviewed with a Site Plan application.
Submitted by:ilh
Fred G. Moore, P.E.
Director of Public Works
5
Planning and Land Use Regulations - 500.01 - 500.43
Plymouth City Code 500.01
CHAPTER V
PLANNING AND LAND USE REGULATIONS
Section 500 - Subdivision and Platting of Land
500.01. General Provisions; Policy and Purpose. It is the purpose of this Section to
safeguard the best interests of the City of Plymouth and to assist developers and subdividers
of land in harmonizing their interests with those of the City. Because each new subdivision
of land in the City becomes a permanent unit in the basic structure of the expanding
community, to which the community will be forced to adhere, and because piecemeal planning of
subdivisions will bring on an undesirable, disconnected patchwork of pattern and poor
circulation of traffic unless their design and arrangement is correlated to the comprehensive
plan of the City aimed at a unified scheme of community interests, all subdivisions of land
hereafter submitted for approval to the Planning Commission shall comply with the regulations
hereinafter set forth in this Section. This Section makes certain regulations and
requirements for the platting of land within the City pursuant to the authority contained in
Minnesota Statutes Section 462.351 to 462.369, which regulations the City Council deems
necessary for the health, safety and general welfare of the citizens of Plymouth. These
4:
regulations are also deemed necessary to implement the Comprehensive Plan Objective to require
all developers to retain the natural environment as much as possible by such measures as the
preservation of desirable trees, shrubs, land forms, wetlands, and ponding areas.
Ord. 87-17)
500.03. A lication. Every plat of land proposed within the City shall be pr red,
presented or approval and recorded as prescribed in this Section. This Section a ies to
the subdivision of a lot, tract or parcel of land into two or more lots, tra or other
division of land for the purpose of sale or of building development, wheth immediate or
future, including the resubdivision or replatting of land or lots.
500.05. Procedures. Subdivision 1. Application. Any person d ring to subdivide land
lying within the City shall file the following with the City Cle
a) Three copies of a topographical map of
proposed plat or subdivision, and propose
area to be subdivided;
b) Four copies of the proposed plat
c) The fees set forth in Chap.,X.
area to be included in the
profiles of all streets in the
Subd. 2. Plats; Review„One copy of the proposed plat shall be referred tothe City
Engineer and one copy of t#e proposed plat and the Abstract of Title or Registered Property
Report currently certif)dld shall be referred to the City Attorney, both of whom shall make a
written report thereorl"'to the Council within 30 days after receipt thereof.
Subd. 3. ., iiblic Hearing. Copies of the proposed plat shall be furnished to the Planning
Commission.., -`The Commission shall hold a public hearing on the proposed plat in accordance
with the, -'-provisions of Minnesota Statutes Section 462.358, Subdivision 3. Following the
hears , the Planning Commission shall submit its recommendations with respect to such
proposed plat to the Council.
Plymouth City Code 500.13
Private restrictions and trusteeships and their duration; should such
re&trictions and trusteeships be of such length as to make the lettering
of same --of the plat impracticable, and thus necessitate the preparation
of a separto -Lastrument, reference to such instrument shall be made on
the plat and the book_-nd page number referring to the instrument shall
be added to the plat a` the restrictions or trusteeship have been
recorded.
f) The form for approval of County authorlt s required.
500.13 Supplementary Documents and Information; Subdivisio A complete set of
subdivision development plans shall be filed with the City an 11 conform to
City requirements. A complete set of "as built" construction dra for any
improvements constructed in the subdivision shall be furnished to the City the
construction is comalete and finally aaproved by the City.
500.15 Subdivisions; Design Standards; General Requirements. Subdivision 1.
Streets and Public Lands. The Planning Commission in its review of a preliminary
plat will take into consideration the requirements of the city and the best use of
the land being subdivided. Particular attention will be given to the arrangement,
location and widths of streets, the general drainage situation, lot sizes and
arrangement, as well as Comprehensive Plan requirements, such as, but not limited
to, parks, school sites, boulevards and highways.
Subd. 2. Adjoining Land: The preliminary plat must cover all of the owner's
continguous land, but the final plat may cover only a portion of the preliminary
plat, provided it is in conformance with an approved preliminary plat and other
requirements herein.
Subd. 3. Large Tracts. Where the parcel is subdivided into larger tracts
than for building lots, such parcels shall be divided so as to allow for the
opening of major streets and the ultimate extension of adjacent minor streets.
Subd. 4. Unplatted Strips. Subdivisions showing unplatted strips or private
easements controlling access to public ways shall not receive approval.
Subd. 5. Conservation and Preservation of Natural Environment. All
developers are required to retain and maintain the features of the natural
environment as much as possible by such measures as the preservation of desirable
trees, shrubs, land forms, wetlands, and ponding areas. The Planning Commission
shall pay particular attention to proposed measures to preserve or to mitigate the
impacts upon natural features and to the compliance, where applicable, with the
requirements of the Zoning Ordinance Special Protection Districts. The Commission
shall consider the degree to which a maximum reasonable effort has been
demonstrated to preserve and conserve the natural features, including mitigation
measures, and the degree to which minimum adverse impact upon the natural
environment will be realized as the result of the proposed development. (Ord.
87-17)
Plymouth City Code 500.17
500.17. Design Standards; Streets and Alleys. Subdivision 1. Major Streets
and Thoroughfares. The arrangement of thoroughfares and collector streets
shall conform as nearly as possible to the Comprehensive Plan. Thoroughfare and
collector streets shall connect with streets already dedicated in adjoining or
adjacent subdivisions, or provide for future connections to adjoining unsubdivided
tracts. The arrangement of thoroughfares and collector streets shall be considered
In relation to the reasonable circulation of traffic, to topographic conditions, to
run-off of storm water, to public convenience and safety, and in appropriate
relation to the proposed use of the area to be served.
Subd. 2. Minor Streets. Minor streets should be so planned as to dis-
courage their use by non -local traffic. Dead-end streets are prohibited, but
cul -desacs wXll be permitted where topography, design and other conditions
justify their use. Cul-de-sacs shall normally not be longer than 500 feet,
measured along the center line from the intersection of origin to the end of
the rightof-way. Each cul-de-sac shall have a terminus of nearly circular
shape with a minimum right-of-way diameter of 100 feet and a minimum outside
roadway diameter of 80 feet. The property line at the intersection of the
turn -around and the straight portion of the street shall be rounded as a radius
of not less than 20 feet.
Subd. 3. Right -of -Way Width. For all public ways hereafter dedicated and
accepted, the minimum right-of-way widths for streets and thoroughfares shall
be as shown in the Comprehensive Plan, and where not shown therein, the minimum
right-of-way width for streets, thoroughfares, alleys, or pedestrian ways
Included in any subdivision shall not be less than the minimum dimensions for
each classification as follows:
Thoroughfare 80 feet
Collector street 66 feet
Minor street 60 feet
Marginal access street 50 feet
Pedestrian way 10 feet
Where existing or anticipated traffic on thoroughfares warrants greater widths
of right-of-way, such widths shall be required.
Subd. 4. Street Grades. The grades in all streets, thoroughfares,
collector streets and minor streets in any subdivision shall not be greater
than the maximum grades for each classification as follows:
Thoroughfare 5%
Collector street 6%
Minor street 7%
In addition, there shall be a minimum grade on all streets and thoroughfares of
not less than four -tenths of 1%, and wherever possible grades within 30 feet of
minor street intersections with thoroughfares and collector streets shall not
exceed 3%.
Subd. 5. Deflecting Streets. Where horizontal street lines within a
block deflect from each other at any one point more than ten degrees, there
shall be a connecting curve with a radius adequate to insure a sight distance
of not less than 200 feet for minor and collector streets, and of such greater
Plymouth City Code 500.17, Subd. 6
radii as the Planning Commission shall determine for thoroughfare and other
special cases. A tangent of at least 100 feet shall be introduced between
reverse curves on arterial and collector streets and 50 feet on other streets.
Subd. 6. Differing Street Gradients. Differing connecting street gradients
shall be connected with vertical parabolic curves. Minimum length, in feet, of
these curves for thoroughfare streets shall be 15 times the algebraic difference
In the percent of grade of the two adjacent slopes. For minor and collector
streets, the minimum length shall be seven and one-half times the algebraic
difference in the percent of the two adjacent slopes.
Subd. 7. Dedication of Streets. All proposed streets shall be offered
for dedication as public streets. No private streets shall be permitted, except
as set forth in the City Zoning Ordinance, Appendix I to this Code.
Subd. 8. Square Corners. Under normal conditions, streets shall be laid
out so as to intersect as nearly as possible at right angles, except where
topography or other conditions justify variations. The minimum angle of
intersection of streets shall be 80 degrees. Street intersection jogs with an
offset of less than 125 feet shall be avoided.
Subd. 9. Access Roads. Wherever the proposed subdivision contains or is
adjacent to the right-of-way of a thoroughfare or limited access highway,
provision shall be made for a marginal access street approximately parallel and
adjacent to the boundary of such right-of-way, or for a street at a distance
suitable for the appropriate use of land between such street and the right-of-
way of the thoroughfare or limited access highway. Such distance shall be
determined with due consideration of the minimum distance required for approach
connections to future grade separations, grade crossings or for lot depths.
Subd. 10. Half Streets. Dedication of half streets will not be approved,
except where it is essential to the reasonable development of the subdivision
and in conformity with the other requirements of these regulations, where it is
found that it will be practical to require the dedication of the other half
when the adjoining property is subdivided, or where it becomes necessary to
acquire the remaining half by condemnation so it may be improved in the public
Interest.
Subd. 11. Provision for Future Division. When a tract is subdivided into
larger than building lots or parcels, as set forth in Section 7 of the Zoning
Code, Appendix I of this Code, such lots or parcels shall be so arranged as to
permit the logical location and openings of future streets and appropriate
resubdivision, with provision for adequate utility connections for such
resubdivisions.
Subd. 12. Alleys. Alleys shall be allowed for special permit only and
when allowed, shall be at least 20 feet wide in areas zoned for residential
use, and at least 25 feet wide in other areas. The City may require alleys
where adequate off-street loading space is not available. Alley intersections
and sharp changes in alignment shall be avoided, but where necessary, corners
shall be cut off sufficiently to permit safe vehicular movement. Dead-end
alleys are prohibited.
500.19. Design Standards; Blocks. Subdivision 1. Block Length. In general,
Intersecting streets, determining block lengths, shall be provided at such
Plymouth City Code 500.21
intervals as to serve cross -traffic adequately and to meet existing streets.
Where no existing plats control, the blocks in resittential subdivisions shall
normally not exceed 1,800 feet in length, except where topography or other
conditions justify a departure from this standard. In blocks longer than 900
feet, pedestrian ways or easements through the block may be required. The
width and location of such pedestrian ways shall be approved by the Planning
Commission. Blocks for business or industrial use should normally not exceed
900 feet in length.
Subd. 2. Block Width. The width of the block shall normally be sufficient
to allow two tiers of lots of appropriate depth. Blocks intended for business
or industrial use shall be of such width as to be considered most suitable for
their respective use, including adequate space for off-street parking and
deliveries.
500.21. Design Standards; Lots. Subdivision 1. Minimum Size. The minimum
lot area, width and depth shall not be less than that established by the City
of Plymouth Zoning Code.'
Subd. 2. Setbacks. Corner lots for residential use shall have appropriate
width to permit building setbacks from both streets as defined in the Zoning
Code.
Subd. 3. Side Lines. Side lines of lots shall be approximately at right
angles to street lines or radial to curved street lines.
Subd. 4. Double Fronts. Double frontage lots shall be avoided except
where lots back on a thoroughfare or other arterial street, or where topographic
or other conditions render subdividing otherwise unreasonable. Such double
frontage lots shall have an additional depth of at least 20 feet in order to
allow space for screen planting along the back lot line.
Subd. 5. Frontage. All lots must have at least the minimum required
frontage on a public dedicated strreet, except as set forth in the Zoning Code.
Subd. 6. Width. All lots must have a minimum of 30 feet in width at the
rear lot line.
Subd. 7. Side Lot Lines. Side lot lines shall be substantially at right
angles or radial to the street line.
Subd. 8. Abutting Water. Lots abutting on a water course, drainage way,
channel, stream or pond shall have additional depth or width, as required, to
assure house sites that are not subject to flooding. The platting of lots in
the flood plain is subject to the Zoning Code provisions relating thereto.
Subd. 9. Combination of Lots. Lot remnants which are below the minimum
lot size must be added to a scent or surrounding lots rather than be allowed
to remain as an unusable outlot or parcel unless the owner can show acceptable
plans for the future use of such remnants.
Subd. 10. Non -Residential Lots. Lots intended for commercial, industrial
or any use other than single family residence must be designated as such, and
the lot must be of adequate size to allow off-street parking, loading areas and
such other facilities as are required to satisfy the requirements of the Zoning
Code.
h
Plymouth City Code 500.23
500.23. Design Standards; Easements. Subdivision 1. Utilities. An easement
for utilities, at least six feet wide, shall be prd4ided along each side of a
side line of lots and along any other lot line as may be deemed necessary to
form a continuous right-of-way at least 12 feet in width. Utility easements
shall connect with easements established in adjoining properties. If necessary
for the extension of water or sewer lines or similar utilities, easements of
greater width may be required along lot lines or across lots.
Subd. 2. Pole Guys. Additional easements for pole guys should be provided
at the outside of turns. Where possible, lot lines shall be arranged to bisect
the exterior angle so that pole guys will fall along side lot lines.
Subd. 3. Dedication for Water Course. Where a subdivision is traversed
by a water course, drainage way, channel or stream, a storm water easement,
drainage right-of-way or park dedication, whichever the Planning Commission may
deem the most appropriate, conforming substantially with the lines of such
water course, shall be provided, together with such further width or construc-
tion, or both, as will be adequate for the storm water drainage of the area.
The width of such easements shall be determined by the City Engineer.
Subd. 4. Drainage. Drainage easements corresponding with lot lines shall
be provided where necessary for surface drainage purposes. Such easements for
drainage purposes shall be not less than 20 feet in width.
500.25. Dedication of Lands for Public Parks and Playgrounds. Subdivision 1.
Dedication Required. The owners or developers of lands for residential,
commercial, or industrial uses or a Planned Unit Development which includes
residential, commercial and industrial uses or any combination thereof, shall
be required, as a pre -requisite to approval of a plat, subdivision or develop-
ment of any such lands, to convey to the City, or dedicate to the public use,
for park or playground purposes a reasonable portion of the area being platted,
subdivided or developed, or, in lieu thereof the owners or developers shall at
the option of the City pay to the City for use in the acquisition of parks,
playgrounds, public open space and storm water holding areas or ponds, develop-
ment of existing park and playground sites, public open space and storm water
holding areas or ponds, and debt retirement in connection with land previously
required for such public purposes, an equivalent amount in cash based upon the
undeveloped land value of that portion of said land that would have been requir-
ed to be dedicated.
Subd. 2. Policies. The City Manager shall develop, and recommend to the
Council for adoption, policies entitled the "Dedication Policy", for determin-
ing what portion of each such development should reasonably be required to be
so conveyed or dedicated. Such policies may take into consideration the zoning
classification to be assigned to the land to be developed, the particular use
proposed for such land, amenities to be provided and factors of density and
site development as proposed by the owners or developers. The Manager shall
recommend changes and amendments from time to time to such policies and guide-
lines to reflect changes in the use of land which may occur, changes in zoning
classifications and concepts, and changes in planning and developemnt concepts
that relate to the development and uses to which land may be put.
Subd. 3. Manager Recommendation. The Manager shall recommend to the
Council the total area and location of such land to be so conveyed or dedicated
for public purposes within each development in accordance with the Dedication
Policy.
Subd. 4. Manager Recommendation; Cash Contribution. In those instances
where a cash contribution is to be made by the owners or developers in lieu of
a conveyance or dedication of land for public purposes, the Manager shall
recommend to the Council the amount of cash to be so contributed which
recommendation shall be based upon the Dedication Policy and the equivalent
undeveloped land value of the area that would otherwise have been conveyed or
dedicated. In arriving at such recommendation, the Manager shall consider the
zoning classification to be assigned to such land and may use the same measure
or method of valuation which at such time is being customarily used by buyers
and sellers of land to determine value as such value related to the use which
is proposed for such land.
Subd. 5. Relation to Zoning Code. A percentage of the land so conveyed
or dedicated for the public purposes may be used by an owner or developer as an
allowance for purposes of calculating the density requirements of the develop-
ment as set out in the Zoning Code when it is found by the Council, after
receiving a report from the Manager, to be necessary for the completion of a
portion of the Parks and Trails or Storm Sewer Element of the Comprehensive
Plan, and shall be in addition to and not in lieu of open space requirements
for Planned Unit Developments pursuant to Section 9, Subdivision 2 of the
Zoning Code.
Subd. 6. Handling of Dedicated Cash. The Manager shall establish a
separate fund into which all cash contributions received from owners and
developers in lieu of conveyance or dedication of land for such public purposes
shall be deposited. The Manager shall establish separate budgeting and account-
ing procedures for such fund and shall recommend to the Council from time to
time appropriations from such fund for acquisition of land for such public
purposes, for developing such existing public sites or for debt retirement in
connection with land previously acquired for such public purposes.
Subd. 7. Planning Commission Review. Prior to the approval by the Council
of any plat, subdivision or development, any proposed conveyance or dedication
of lands for such public purposes shall be reviewed by the Park and Recreation
Advisory Commission or Planning Commission or both as the Manager may direct,
and the Commission shall make recommendations to the Council with respect
thereto. The Commission's review shall consider the proposal for such con-
veyance or dedication as it related to open space requirements of the City and
in reference to the Comprehensive Plan provisions relating to park and open
space lands.
500.27. Basic Improvements Required in Deve o
As soon as practicable after approval of the proposed plat, the developer pcew.,00,
arrange for the installation of telephone, electrical and natural gas s
and for the installation of all the following improvements within ubdivision:
a) Sanitary sewage disposal
b) Street grading and paving
c) Concrete curb and gutter
d) Boulevard sodding
e) Drainage -
f) er (Amended, Ord. No. 84-26, Sec. 1)
1)
PLYMOUTH ZONING ORDINANCE
SECTIO14 11 - ADMINISTRATION AND FEES
SUBDIVISION A - AD14INISTRATIO14 APPEALS AND ENFORCEMENT
General Development Plan and Site Plan Approval
An' evelopments except those permitted w D R -1A a dR1BDistrictswithintheCityshallconformwiththeprovisionsofton
whpn
1. Upon application for rezoning and platting of a parcel of land, the
petitioner shall present a General Development Plan. This Plan shall be a
conceptual rendering only and shall not require the fine detail of a site
plan. The General Development Plan shall be drawn to scale with topography
of a contour interval not greater than two (2) feet and show the following:
a. The proposed site with reference to existing development on adjacent _
properties, at least to within 200 feet.
b. General location of proposed structures.
c. Tentative street arrangements, both public and private.
d. Amenities to be provided such as recreational areas, open space,
walkways, etc.
e. Tentative plat showing proposed streets and parks in relationship to the
proposed development.
f. General location of parking areas.
g. Proposals for availability of public sanitary sewer, water and storm
drainage.
h. A statement showing the proposed density of the project with the method
of calculating said density also shown.
i. Extent of and any proposed modifications to land within the Special
Protection Districts as described and regulated in Section 6 of this
Ordinance. (Amended Ord. No. 82-33)
A public hearing as required in 5u iv
Planning Commission so that the public has an opportunity to expres s
views. Following the public hearing, the Planning Commission close
the public hearing and make a recommendation to the City Co
3. The City Council shall then consider the rezoning_- quest.
4. If the zoning change is approved, the eneral Development Plan is attached
to and is a part of the Ordinance --establishing the zoning change.
5. Thereafter, changes -tri' -the General Development Plan will not be permitted
without further -review by the Planning Commission and approved by the City
Cou nc°il,
SRF
May 16, 1989
STRGAR-ROSCOE-FAUSCH, INC.
CONSULTING ENGINEERS
TRANSPORTATION CIVIL STRUCTURAL PARKING LAND SURVEYORS
Mr. Fred G. Moore, P.E.
Director of Public Works
CITY OF PLYMOUTH
3400 Plymouth Boulevard
Plymouth, Minnesota 55447
File No. 0891204
D
y 7cvcti`
SUBJECT: PLYMOUTH PLAZA 55 TRAFFIC IMPACT STUDY REVIEW
CITY PROJECT NO. 139
Dear Fred:
As you requested on May 2, 1989, a review of a traffic study
provided by the developer's traffic engineering consultant has
been completed for a proposal to redevelop the Plymouth Plaza
Retail Shopping Center south of Highway 55 at West Medicine Lake
Drive (see Figure 1). The redevelopment is proposed to be done in
two phases; Phase One to be completed in 1990 and Phase Two to be
completed by 1993 (see Figures 2, 3 and 4).
Based on a review and analysis of the information and analysis
presented in the subject traffic impact study, we offer the
following summary comments and recommendations for your
consideration:
Generally, the information and traffic analysis that was
presented is reasonable. However, more attention should be
given to conditions beyond 1993. It is recommended that 20
year forecasts be used to evaluate major facility
design/geometrics and traffic control.
A complete analysis of the impacts of eliminating the south
frontage road between Cottonwood Lane and West Medicine Lake
Drive has not been presented. Further analysis indicates that
the proposed concept to eliminate this frontage road will
require geometric and traffic signal control improvements at
the Highway 55 and Goldenrod Lane intersection. These
improvements will need to be made concurrently with the subject
development.
If Mn/DOT does not allow a signal to be installed at Goldenrod
Lane and Highway 55, the improvement of Cottonwood Lane from
the frontage Road to 6th Avenue and 6th Avenue from Cottonwood
Lane to County Road 73 will be required to be part of the
supporting improvements made concurrently with the development.
This is especially true since it may be possible that Mn/DOT
would close the median crossing at Goldenrod Lane in the
future.
Suite 150, One Carlson Parkway North, Minneapolis, Minnesota 55447
612/475-0010 FAX 612/475-2429
Mr. Fred G. Moore, P.E. - 2 - May 16, 1989
It is unlikely that Mn/DOT would permit the frontage road
within Highway 55 right-of-way to be disconnected from the
Highway 55 and West Medicine Lake Drive intersection. The
elimination of this segment of frontage road will cause many
new "short" trips to be made on Highway 55, something Mn/DOT
does not desire.
If the reconstruction of County Road 73 south of Highway 55
does not take place before 1993, the existing intersection of
the south frontage road and County Road 73 will fail completely
with this proposed phase two development. This will be due to
the intersection's proximity to Highway 55 and existing queues
developing on the northbound County Road 73 approach to
Highway 55.
Of some concern is the queuing distance on future County
Road 73 between Highway 55 and the proposed site access.
Through 1993 the northbound queues may not exceed the distance
provided if dual northbound left turn geometry is provided,
something the County's layout does not show at this time (see
Figure 5). However, even with dual left turn geometry, it is
likely that queues in 2010 will block the site access proposed
to the future County Road 73. Based on these conditions, the
County may not approve the location of this proposed access.
Access to the site may need to be provided from the future
intersection at County Road 73 and 6th Avenue.
Also of concern is the unsignalized operation of the proposed
site access to County Road 73. The developer's study analysis
indicates that the eastbound to northbound left turn from the
site access will operate unsignalized in 1993 at Level of
Service E. Operation in 2010 will be at Level of Service F.
It appears that this intersection, if approved as proposed,
will require future traffic signal control.
The residential neighborhood along Cottonwood Lane will be
significantly impacted by the subject proposal. These impacts
will be due to significant increases in the traffic volume on
Cottonwood Lane, noise and air quality problems, significant
inconvenience and increased travel times to enter or exit the
neighborhood.
The Honeywell site and adjacent vacant office sites will
experience similar impacts as those of the Cottonwood Lane
residential neighborhood.
Mr. Fred G. Moore, P.E. - 3 - May 16, 1989
A review of the City's Thoroughfare Guide Plan and the subject
development proposal indicates that the concept proposed by the
developer does not comply with the plan. It is the intent of
the Thoroughfare Guide Plan that West Medicine Lake Drive be
eventually extended south to 6th Avenue from its intersection
with Highway 55. There is a long range possibility that the
intersection of West Medicine Lake Drive and Highway 55 could
be closed if Highway 55 is upgraded to a freeway. Local access
from such a freeway would be located at County Road 73. In the
interim or in the event that Highway 55 is not converted to a
freeway, the extension of West Medicine Lake Drive will provide
an important link in the City's Thoroughfare Guide Plan.
e A review of the site specific access and circulation system
indicated that as mentioned in the developer's traffic report,
an on-site queuing problem would develop at Highway 55 and West
Medicine Lake Drive. Also the proposed access to future County
Road 73 would be built with a grade on the driveway to County
Road 73 in excess of 6 percent with no landing area provided at
County Road 73 (see Figure 7). These are undesirable
conditions.
Should you have any questions or comments concerning this traffic
study review, please call.
Sincerely,
STRGAR-ROSCOE-FAUSCH, INC.
ee''
Dennis R. Eyler, P.E.
Principal
Jeffrey R. Bednar
Senior Traffic Specialist
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L185 HCM: UNSIGNALZZED INTERSECTIONS Page -1
x*******o********
IDENTIFYING INFORMATION
AVERABE i-UNNING SPEED, MAJOR STREET.............. 55
PEAK HOUR FACTOR ...................... ..^,..,,,,, ,9
AREA POPULATION ...... ............................ 2000000
NAME OF THE EAST/WEST STREET..................... HWY 55
NAME OF THE NORTH/SOUTH STREET................... GOLDENROD LN
NAME OF THE ANALYST.............................. J.BEDNAR
DATE OF THE ANALYSIS (mm/dd/yv) ........ .......... 05/10/95
TIME PERIOD ANALYZED ................ ^......... ... PM PEAK HOUR
OTHER INFORMATION: EXISTING CONDITIONS
INTERSECTION TYPE AND CONTROL
INTERSECTION TYPE: 4 -LEG
MAJOR STREET DIRECTION: EAST/WEST
CONTROL TYPE NORTHBOUND: STOP SIGN
CONTROL TYPE SOUTHBOUND: STOP SIGN
TRAFFIC VOLUMES
NUMBER OF LANES AND LANE USAGE
EB WB ND SB
LANES 2 2 2 1
LANE USAGE LTR L + TR
ED WB NB SB
LEFT 5 40 95 5
THRU 1985 1960 5 5
RIGHT 60 10 50 5
NUMBER OF LANES AND LANE USAGE
EB WB ND SB
LANES 2 2 2 1
LANE USAGE LTR L + TR
ADJUSTMENT FACTORS
2 COMBINATION
FINAL
Pane -2
AND R9'S
PERCENT RIGHT TURN CURB RADIUS Wt) ACCELERATION LANE
e
GRADE ANGLE FOR RIGHT TURNS FOR RIGHT TURNS
EASTDOUND @.00 9O 222;N
O
WESTBOUND 0.00 90 22 N
NORTHr9UNO 0.00 90 50 Y
SOUTHBOUND Woo 90 2@ N
VEHICLE COMPOSITION
CRITICAL GAPS
TABULAR VALUES
U TRUCKS 2 COMBINATION
FINAL
Table 10-2)
AND R9'S VEHICLES MOTORCYCLES
EASTBOUND 0 e 0
WESTBOUND 2 2 2
NORTHDOUNs 0 O O
SOUTHBOUND 0 0 e
CRITICAL GAPS
TABULAR VALUES ADJUSTED SIGHT DIST. FINAL
Table 10-2) VALUE ADJUSTMENT CRITICAL GAR
MINOR RIGHTS '
7.50 0.00 7.50
ND 6.50 5.52 0.00 5.50
SB 6.50 6.00 0.00 6.00
MAJOR LEFTS
WD 6.00 5.52 2122 5.52
EB 6.00 5.52 0.00 5.50
MINOR THROUGHS
ND 9.00 7.50 0.00 7.50
SD 8.00 7.52 0.00 7.52
MINOR LEETS
NB 0.50 8.22 2.02 9.00
SB S. 50, 8.22 0.00 B.00
CAPACITY AND LEVEL -OF SERVICE
45
Page -2
30
POTEN- ACTUAL
F
FLOW- TIAL MOVEMENT SHARED RESERVE
RATE CAPACITY CAPACITY CAPACITY CAPACITY
MOVEMENT v(pcph) E (pcph) z (pcph) c (pcph) c = c - v LOS
30 279
p M 5H R SR
MINOR STREET
NB LEFT 116 45 30 30 36 F
THROUGH 6 62 43 33 37 A E
RIGHT 61 279 279 30 279 92 218 W C
MINOR STREET
S2 LEFT 6 45 25 25 12 E
THROUGH 6 60 43 45 43 27 37 E E
RIGHT 6 239 239 239 223 C
MAJOR STREET
ES LE2T 6 143 145 145 139 D
WS LEFT 4R 143 145 145 96 E
OCE' Holl: UNSIENALIZED INTERSECTIONS Page—!
1F •iF •:i - • :# ;..h #'.'<• -;f : :..;/. -}-" iFs!- ::.*..:. _:: #::'(' i:• •„`c• ::' #'• ..:::.{..... ?f :: -w -:# r .#• !' T '' `# # -:tit c !' :# # 3t fE -'::rt ':. -k tf- ':- # .i{•—,u..:`t • ;F
IDENTIFYING INFORMATION
AVE Flrii?E RUNNING P__i=dJ 7n AV OF{ STREET. . . • . • • . . .. • . a .
55PEAKHOUR {' FHS fel [' i • • . • • • . . . • • • • . • • . . . • • • • • • . . • . • . . • 9
AREA POPULATION .................................. 2000000
NAME OF THE EAST/WEST STREET ..... , , . .., .......... H J 55
NAME O THE NORTH/SOUTH STREET.. • ................ GOLDENROD LN
NAME OF THE ANALYST... .......................... J.DEDNAR
ATE. DF-....._ i THE r_ _(mm/dd/yy) F Ti -C ANALYSIS _..I. . . : , , . . _ . . . . . . . . 05/10/85
TIME hA V.E. . . . _ . . . . .. . . . . . . . . . . . . . . . . . . P .IOD ANALYZED PM FEAFHOUR
OTHEROTHER iNFORMATIONs EXIST.VOLS.NJ r=RNTL RD C W. "IED.LK.DR.
INTERSECTION TYPE AND CONTROL
I NTERSEt TION TYPE % 4—LEG
i i Aj t1R STREET DIRECTION: EAST/WEST
CONTROL TYPE NORTHBOUND: STOP S10-1
CONTRAIL TYPE SOUTHBOUND; STOP SIGN
TRAFFIC VOLUMES
ED WD NE: SB
LEFT 5 70 95 5
THRU l?E5 560 5 5
RIGHT 60 10 245 5
NUMBER OF LANES AND _ANE USAGE
E
LANE'S
USAGELANE
WB
2
NB
2
T
SE'
3
L 'R
ADJUSTMENT FACTORS Raue-2
VEHICLE COMPOSITION
SU TRUCKS % COMBINATION
PERCENT RIGHT TURN CURS RADIUS (ft) ACCELERATION LANE
2
GRADE ANGLE FOR RIGHT TURNS FOR RIGHT TURNS
EASTBOUND 0.00 92 212) N
WESTBOUND 0.00 92 20, N
NORTHBOUND 0.00 90 50 Y
SOUTHDOUND 0.00 90 22 N
VEHICLE COMPOSITION
SU TRUCKS % COMBINATION
CRITICAL GAPS
TABULAR VALUES
AND RV'S VEHICLES MOTORCYCLES
EASTBOUND 2 e 2
WESTBOUND 0 2 2
NORTHBOUND 0 0 0
SOUTHBOUND 0 0 0
CRITICAL GAPS
TABULAR VALUES ADJUSTED SIGHT DIST. FINAL
Table 10-2) VALUE ADJUSTMENT CRITICAL OAR
MINOR RIGHTS
S.50
MINOR THROUGHS
NB 6.50 5.50 0.00 5.50
SB 6.52 6.00 0.02 6.00
MAJOR LEETS
WS 6.20 5.52 2.02 5.50
EB 6.02 5.52 0.20. S.50
MINOR THROUGHS
NB 8.00 7.52 0.00 7.52
SB 8.00 7.52 0.e2 7.52
MINOR LEFTS
MB 8.50 3.00 0.00, 8.00
SO 8.50 8.00 0.00 8.e10-1
CAPACITY AND LEVEL-OF-SERVICE
116 45 20
Rage-3
20
POTEN- ACTUAL
THROUGH 6
FLOW- TIAL MOVEMENT SHARED RESERVE
RATE CAPACITY CAPACITY CAPACITY CAPACITY
MOVEMENT v(pcph) E (pcph) c (pcph) c (pcph) c= c - v L03
p M SS R SH
MINOR STREET
NB LEFT 116 45 20 20 96 F
THROUGH 6 60 29 29 23 E
RIGHT 299 279 279 22 279 122 -20 E F
MINOR STREET
SD SEPT 6 45 0 O 6 E
THROUGH 6 60 29 0 29 18 23 F E
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Westwood Professional Services, ,.c.
7101 York Avenue South
Edina, Minnesota 55435
612-921-3303
Brooklyn Park, 612-424-8862
TRAFFIC IMPACT STUDY
MARCH 9, 1989
SUBMITTED TO:
CITY OF PLYMOUTH
PREPARED FOR:
THE ROBERT LARSEN PARTNERS
PREPARED BY:
WESTWOOD PROFESSIONAL SERVICES, INC.
7101 YORK AVENUE SOUTH
EDINA, MN 55435
921-3303
i
WESTWOOD PROFESSIONAL SERVICES, INC.
TABLE OF CONTENTS
PROJECT DESCRIPTION . . . . . . . . . . . . . . . . . 1
TRAFFIC IMPACTS . . . . . . . . . . . . . . . . . . . 2
BACKGROUND RESOURCES . . . . . . . . . . . . . . . . 3
EXISTING TRAFFIC CONDITIONS . . . . . . . . . . . . . 3
CAPACITY ANALYSIS OF EXISTING CONDITIONS . . . . . . 4
FUTURE TRAFFIC CONDITIONS . . . . . . . . . . . . . . 5
TRAFFIC PROJECTIONS . . . . . . . . . . . . . . . . . 5
TRAFFIC IMPACT OF THE PROPOSED DEVELOPMENT . . . . . 8
ALTERNATIVE ANALYSIS . . . . . . . . . . . . . . . . 11
COMPLIANCE WITH PLYMOUTH THOROUGHFARE GUIDE PLAN . . 12
CONCLUSIONS . . . . . . . . . . . . . . . . . . . . . 12
PROJECT LOCATION MAP . . . . . . . . . . . . . . . EXHIBIT 1
TRAFFIC PROJECTIONS . . . . . . . . . . . . . . . . EXHIBIT 2
APPENDIX -- COMPUTER PRINT-OUT DATA
Traffic Impact Study
March 1989 Page i
IWESTWOOD PROFESSIONAL SERVICES, INC.
TRAFFIC IMPACT STUDY FOR PROPOSED PLYMOUTH SHOPPING CENTER
PROJECT DESCRIPTION
The Robert Larsen Partners are proposing the expansion of an
existing retail center which lies immediately south of Trunk
Highway 55 (TH 55) between Cottonwood Lane and Hennepin County Road
73 (CR 73). The project location is shown on Sheet 4 of the
Preliminary Plat submittal package.
The proposed project will include 92,580 square feet of retail
space contained in three buildings. It is proposed that the
expansion take place in two phases. Phase I will total 46,580
square feet, including the existing center of 32,080 square feet.
Phase II will consist of 46,000 square feet of new retail space.
Phase I will be completed in 1990 and Phase II according to market
demands (most likely before 1993).
During Phase I (see Sheet 1 of the submittal package), an 11,000
square foot non-food drive-through shop (e.g., one-hour photo) will
be added on the west end of the existing center and 3,500 square
feet of small retail shops added to the east end. Parking spaces
for 182 vehicles and proof of parking for an additional 98 stalls
will be provided during Phase I. Phase I parking facilities will
comply with the Plymouth Parking Ordinance.
Phase II will involve the addition of a 25,500 square foot retail
anchor, 17,000 square feet of smaller retail shops and a 3,500
square foot fast-food restaurant. All of these buildings will be
constructed east of the existing center as depicted on Sheet 2 of
the submittal package. A total of 458 parking spaces and proof of
parking for 124 stalls will exist after completion of Phase II
construction. Again, the parking provided will comply with the
Plymouth Parking Ordinance.
Two access points to the site currently exist. The first access is
directly south of TH 55 at West Medicine Lake Drive on the
northeastern corner of the site. The second is east of the site
via the TH 55 south frontage road to CR 73 south of TH 55.
Hennepin County is considering the realignment of CR 73 and
reconstruction of the TH 55/CR 73 intersection. The upgrade of
CR 73 will require the relocation of the west access from the
existing south frontage road to a driveway access approximately 380
feet south of TH 55. The date by which improvements to CR 73 would
occur is presently unknown. The Phase II site plan for the
proposed CR 73 configuration is shown on Sheet 3 of the submittal
package.
Traffic Impact Study
March 1989 Page 1
WESTWOOD PROFESSIONAL SERVICES, INC.
As described in more detail in the traffic/thoroughfare analysis,
Phase I will include the following site roadway improvements: (1)
upgrading of the south approach to the TH 55/West Medicine Lake
Drive intersection from one northbound lane to one exclusive left -
turn lane, one through lane and one exclusive right turn lane, (2)
removal of the TH 55 south frontage road from Cottonwood Lane to
about 400 feet east of West Medicine Lake Drive and (3) closure of
the existing median cut between TH 55 and its south frontage road
about 400 feet east of West Medicine Lake Drive. The remaining
portion of the frontage road to the east would serve as the eastern
site access during Phase I.
The site's internal roadways for Phase I have been designed to
provide an access drive along the front (north side) of the center
as well as full circulation around the rear (south side). It is
anticipated that the rear access drive will be used primarily by
drive-through customers of the shop at the west end of the center
and also by delivery trucks. The proposed design should minimize
truck -auto conflicts during Phase I.
During Phase II, the remaining portion of the TH 55 south frontage
road would be removed to the eastern site boundary. Prior to
Improvements to CR 73, the eastern site access will connect
directly to the remaining segment of the frontage road, which
accesses CR 73 immediately south of the TH 55/CR 73 intersection.
The TH 55/West Medicine Lake Drive intersection will not be further
altered during Phase II.
Internal site roadways for the Phase II development have been
designed to complement Phase I. Access drives will serve both the
front and rear of the entire center. The rear access drive has
been designed with a 35 -foot travel way to accommodate delivery
trucks. Internal roadway configurations have been developed to
connect properly with CR 73 as it presently exists (Sheet 2) and as
Hennepin County tentatively proposes it to be in the future (Sheet
3).
The configuration of the future TH 55/CR 73 intersection shown on
Sheet 3 was provided by Hennepin County, except for alterations to
the CR 73 center median suggested by the project proposer. These
alterations would place a median cut for the eastern site access to
CR 73 about 380 feet south of TH 55. This configuration is
presently being reviewed by Hennepin County.
TRAFFIC IMPACTS
This traffic impact study report has been prepared to assess the
proposed development's impact on the adjacent roadway system,
namely the intersections of TH 55 and West Medicine Lake Road,
TH 55 and CR 73, and CR 73 and the Phase II access driveway. In
Traffic Impact Study
March 1989 Page 2
i WESTWOOD PROFESSIONAL SERVICES, INC.
addition, the study will discuss the impact of closing the south
frontage road between West Medicine Lake Road and CR 73 and
eliminating access to the site from Cottonwood Lane.
BACKGROUND RESOURCES
The following resources have been relied upon in preparing the site
plan and traffic/thoroughfare analysis for the proposed project.
1. The Plymouth Thoroughfare Guide Plan (revised November 1985).
2. Prime Plaza Shopping Center Traffic Study, Strgar-Roscoe-
Fausch, Inc., June 8, 1987.
3. Letter to Fred G. Moore, Director of Public Works from
Strgar-Roscoe-Fausch, Inc., May 3, 1988 (re: required
separation of West Medicine Lake Drive intersections with
TH 55 and the TH 55 south frontage road).
4. Letter to Fred G. Moore, Director of Public Works from
Strgar-Roscoe-Fausch, Inc., June 13, 1988 (re: Prime Plaza and
6th Avenue extension studies; review of thoroughfare guide
plan).
5. Letter to Chester J. Harrison, City Engineer from Strgar-
Roscoe-Fausch, Inc., July 28, 1988 (re: traffic review for
revised Prime Plaza).
6. Planning and Zoning Application Staff Report, September 1,
1988.
7. Existing (1987) and projected ADTs and peak hour volumes for
CR 73 (from Hennepin County).
8. Existing (1987) ADT's and turning movement counts for TH 55
from Mn/DOT.
9. 1987 ITE Trip Generation Manual
EXISTING TRAFFIC VOLUMES
P.M. peak turning movement counts collected by Mn/DOT in June of
1987 were used to establish the base condition for the P.M. peak
period (Table 1).
Traffic Impact Study
March 1989 Page 3
WESTWOOD PROFESSIONAL SERVICES, INC.
Table 1
TRAFFIC COUNT SU41ARY FOR EXISTING DATA - JUNE OF 1987
TH 55 AND WEST MEDICINE LAKE ROAD
NORTHBOUND — — SOUTHBOUND - — EASTBOUND -- — WESTBOUND —
DESCRIPTION LEFT THRU RIGHT LEFT THRU RIGHT LEFT THRU RIGHT LEFT THNJ RIGHT
P.M. PEAK HOUR 60 67 39 75 28 25 84 1863 94 14 1923 263
TH 55 AND CR 73
NORTHBOUND -- — SOUTHBOUND - — EASTBOUND — -- WKSTBOUND --
DESCRIPTION LEFT THRU RIGHT LEFT THRU RIGHT LEFT THRU RIGHT LEFT THRU RIGHT
P.M. PEAK HOUR 188 142 101 128 75 209 171 1728 109 48 1773 104
CR 73 AND TH 55 SOUTH FRONTAGE ROAD
NORTHBOUND -- -- SOUTHBOUND - — EASTBOUND — — WESTBOUND --
DESCRIPTION LEFT THRU RIGHT LEFT THRU RIGHT LEFT THRJ RIGHT LEFT THKJ RIGHT
P.M. PEAK HOUR 20 389 0 0 212 20 42 0 22 0 0 0
CONTAINS ESTIMATES BASED ON EXISTING DEVELOPMENT FOR TRAFFIC
ENTERING AND EXITING THE SITE
CAPACITY ANALYSIS OF EXISTING CONDITIONS
The 1985 Highway Capacity Manual Computerized Program for
evaluating traffic delays and levels of service at intersections
was used to evaluate the TH 55/West Medicine Lake Drive and
TH 55/CR 73 signalized intersections for existing geometry and P.M.
peak -hour traffic volumes. The signal timing data for the P.M.
peak -hour data was obtained from Mn/DOT and used in the analysis.
The P.M. peak period cycle length is 160 seconds. The results were
level of service 'C' for TH 55 and West Medicine Lake Drive and 'D'
for CR 73 and TH 55.
The CR 73/South Frontage Road intersection was analyzed as an
unsignalized intersection and the results indicate that adequate
capacity exists for stop -sign controlled traffic.
Traffic Impact Study
March 1989 Page 4
WESTWOOD PROFESSIONAL SERVICES, INC.
FUTURE TRAFFIC CONDITIONS
1. Strgar-Roscoe-Fausch, Inc., has indicated that in 1990, based
on the future background traffic (factored with a 4% growth
rate) -and without considering additional traffic from a
development on the project site, the intersection of TH 55 and
West Medicine Lake Drive may operate at Level of Service E -
Unstable Flow, assuming existing geometrics and traffic
control. This poor operational level of service is a result
of high mainline volumes on TH 55, due in part to a
significant diversion of traffic to TH 55 caused by past and
present congestion and reconstruction activity on Highway 12.
Once reconstruction of Highway 12/I-394 is complete, sometime
in the early 1990's, most of the traffic that has been
diverted to TH 55 will return to I-394/Highway 12.
2. If unchanged, the TH 55 south frontage road intersection with
West Medicine Lake Drive will continue to experience
operational problems due to the proximity of the intersection
to TH 55.
3. Under 1990 Background Traffic, only the TH 55 north frontage
road intersection with West Medicine Lake Drive would continue
to operate at acceptable levels of service.
4. Hennepin County is considering realignment of CR 73 south of
TH 55 and creation of an upgraded CR 73/TH 55 intersection.
The county has developed a conceptual plan for this
intersection; however, this plan is subject to future analysis
and is presently not in the county's capital improvement
program. This improvement has also been identified in the
City's Thoroughfare Guide Plan.
5. Hennepin County has indicated that the year 2010 ADT on CR 73
immediately south of TH 55 is projected to be 7,500 vehicles
per day with a two-way peak -hour volume of 840 vehicles.
TRAFFIC PROJECTIONS
Trip generation and traffic projections were developed for the
proposed development. Trip generation rates obtained from the 1987
Institute of Transportation Engineers Trip Generation Manual were
used as a basis for the development projections in this report. A
10% trip reduction factor was applied to the I.T.E. rates to
account for multi-purpose trips, mass transit and other factors.
Projected trip generation data for the development is contained in
Table 2.
Traffic Impact Study
March 1989 Page 5
WESTWOOD PROFESSIONAL SERVICES, INC.
TABLE 2
Trip Generation Rates
For 92,580 Square Foot Shopping Center
Trip
Generation Rates Trips Generated
Description In Out Total In Out Total
P.M. Peak Hour 2.853 2.969 5.822 459 472 931
Average Daily Traffic 34.354 34.354 68.708 5445 5445 10890
The trips for the proposed development were assigned to the
TH 55/West Medicine Lake Drive and TH 55/CR 73 intersections and
the south frontage road driveway access on CR 73. It was assumed
that when CR 73 is upgraded, trips entering or departing via the
TH 55 south frontage road to CR 73 will transfer unchanged to the
new driveway access to CR 73. A reduction was made to the existing
volumes to eliminate existing traffic for the site, before adding
the trips for the completed (including existing) site.
The source and destination of the site trips were assumed as
follows:
35% from east on TH 55
35% from west on TH 55
5% from north on CR 73
10% from north on West Medicine Lake Drive
15% from south on CR 73
Beyond the existing 1987 traffic counts mentioned earlier in the
report, the years of 1990 and 1993 were analyzed for traffic
impact. The 1990 condition considered Phase I and the 1993
condition considered Phase II with and without the upgrade of
CR 73.
The distribution of the trips for the proposed site is shown on
Table 3. In addition to trips generated by the development, a
growth rate of 4% per year was assumed for West Medicine Lake Road
and CR 73. Discussions with Mn/DOT indicated that TH 55 has grown
at a rate of 4% annually during the last ten years, but that a
reduced growth rate is anticipated for the future. Based on these
discussions, a growth rate of 4% was used for TH 55 between 1987
and 1990; and a growth rate of 3% was used between 1990 and 1993.
The left turns off of TH 55 were assumed to grow at 4% annually.
Traffic Impact Study
March 1989 Page 6
WESTWOOD PROFESSIONAL SERVICES, INC.
Table 3
PM PEAK HOER TRIP ASSIGN4ENT FOR DEVELOPMENT
HWY 55/MED. LK. 164
PHASE I - 1990
43 0
NORTHBOUND -- SOUTHBOUND - — EASTBODUD — 4ESTBOUND--
DESCRIPTION LEFT THRU RIGHT DEFT THRU RIGHT LEFT THRU RIGHT LEFT THRU RIGHT
HWY 55/MED. LK. 50 14 18 0 14 0 0 0 47 36 0 0
HWY 55/CTY. 73 0 5 35 0 5 3 3 15 0 14 35 0
CTY 73/ACCESS 20 0 0 0 0 20 42 0 22 0 0 0
105 58
PHASE II - 1993
CTY 73/ACCESS 68
NORTii 30WD — SOUTHBOUND - — EASTBOUND -- FESTBOUND--
DESCRIPTION LEFT THRU RIGHT LEFT THRU RIGHT LEFT THRU RIGHT LEFT THRU RIGHT
HWY 55/MED. LK. 164 47 43 0 46 0 0 0 160 61 0 0
HWY 55/CTY. 73 0 22 126 0 21 4 4 38 0 105 58 0
CTY 73/ACCESS 68 0 0 0 0 125 149 0 71 0 0 0
The peak -hour trips for the development traffic were combined with
the base volume conditions (no development) and presented on
Table 4.
Table 4
PROJECTED PM PEAK HOUR TRAFFIC VOLUMES FOR DEVELOPMENT
PHASE I - 1990
NORTHBOUND -- -- SOUTHBOUND - -- EASTBOUND -- --WESTBOUND--
DESCRIPTION LEFT THRU RIGHT LEFT THRU RIGHT LEFT THRU RIGHT LEFT THRU RIGHT
HWY 55/KED. LK. 50 14 18 84 14 28 84 2096 47 36 2163 296
HWY 55/CTY. 73 211 165 149 144 89 238 192 1944 123 68 1994 117
CTY 73/ACCESS 20 483 0 0 260 20 42 0 22 0 0 0
PHASE II - 1993
NORTHBOUND -- -- SOUTHBOUND - -- EASTBOUND -- --WESTBOUND--
DESCRIPTION LEFT THRU RIGHT LEFT THRU RIGHT LEFT THRU RIGHT LEFT THRU RIGHT
HWY 55/MED. LK. 164 47 43 94 46 31 94 2290 160 61 2364 333
HWY 55/CTY. 73 237 202 254 162 116 268 216 2124 138 166 2179 132
CTY 73/ACCESS 48 592 0 0 316 105 107 0 49 0 0 0
Traffic Impact Study
March 1989 Page 7
WESTWOOD PROFESSIONAL SERVICES, INC.
TRAFFIC IMPACT OF THE PROPOSED DEVELOPMENT
Traffic signals currently exist on TH 55 at West Medicine Lake
Drive and CR 73. It was assumed that a stop sign will control the
westbound traffic at the future driveway access to CR 73.
Utilizing the 1985 Highway Capacity Manual computer program for
analysis of intersections, these locations were reviewed for future
operational efficiency. The 1990 and 1993 volume projections were
studied assuming fully actuated traffic signals were in operation
for the two intersections on TH 55. To be consistent with Mn/DOT
operation of coordinated signals on TH 55 during the P.M. peak, a
160 -second cycle length background cycle length was analyzed.
Table 5 summarizes the Highway Capacity Manual analysis. The delay
parameter presented on the table represents the average stopped -
time delay experienced by vehicles approaching the intersection.
The V/C parameter represents the intersection's volume to capacity
ratio. When the V/C ratio is greater than 1.00, this is an
indication that overall signal and geometric design have inadequate
capacity to handle the flows. This situation is an indication of
actual or potential breakdowns and ideally should be corrected.
Level of Service 'F' occurs when delay exceeds 60 seconds and is
considered unacceptable.
Table 5
f :1`mall . i Ki FA:V4
TH 55 & WEST MEDICINE LAKE DR.
The results of the Highway Capacity Manual analysis indicate that
in 1987 intersection operation was acceptable, but as traffic
volumes increase through 1993 the volumes of the intersections
exceed the capacities, resulting in poor intersection operation.
The delay at TH 55 and West Medicine Lake Drive is slightly reduced
from the existing conditions when Phase I is completed, because of
Traffic Impact Study
March 1989 Page 8
Delay V/C LOS
1987 EXISTING VOLUMES 21.6 (sec/veh) 0.905 C
1990- PHASE I DEV. 17.2 (sec/veh) 0.904 C
1993 FULL DEVELOPMENT 57.5 (sec/veh) 1.134 E
HIGHWAY 55/COUNTY ROAD 73
Delay V/C LOS
1987 EXISTING VOLUMES 25.6 0.926 D
1990 PHASE.I DEV. 33.3 1.049 D
1993 EXIST. GEOMETRY 76.8 1.181 F
1993 REVISED GEOMETRY 71.3 1.181 F
The results of the Highway Capacity Manual analysis indicate that
in 1987 intersection operation was acceptable, but as traffic
volumes increase through 1993 the volumes of the intersections
exceed the capacities, resulting in poor intersection operation.
The delay at TH 55 and West Medicine Lake Drive is slightly reduced
from the existing conditions when Phase I is completed, because of
Traffic Impact Study
March 1989 Page 8
WESTWOOD PROFESSIONAL SERVICES, INC.
the addition of exclusive northbound left turn and right turn
lanes. As traffic volumes increase between 1990 and 1993, the
level of service for this intersection drops to a low 'E,' which is
considered to be the limit of acceptable delay. The critical
movements which control the level of service at this intersection
are the westbound through, the eastbound left turn and the
northbound left turn. The westbound through volume for Phase II in
1993 is estimated at 2,163 vehicles and includes no development
vehicles. The eastbound left turn volume is estimated at 84
vehicles and includes no development volume. The northbound left
turn volume is estimated at 164 site vehicles which is less than
the existing total northbound volume of 166 vehicles which must
currently use a single lane. The addition of exclusive left turn
and right turn lanes for northbound traffic offsets the increase in
traffic for the site development. In conclusion, because two of
the three critical volume movements will not increase due to site
expansion and the remaining critical approach will be upgraded to
accommodate the increased traffic volume, the development will not
negatively impact the level of service at TH 55 and West Medicine
Lake Road.
The level of service 'D' is forecast for TH 55 and CR 73 after
Phase I is completed. The level of service drops to 'F' after the
completion of Phase II. However, this level of service results
from critical traffic movements that are not affected by the site
development. The critical movements which control the level of
service at this intersection are the westbound through, the
eastbound left turn and the southbound left turn. The westbound
through volume for Phase II in 1993 is estimated at 2,179 vehicles
and includes no development vehicles. The eastbound left turn
volume is estimated at 216 vehicles and includes no development
volume. The southbound left volume is estimated at 216 vehicles
and includes no development volume. In conclusion, because the
three critical volume movements will not increase due to site
expansion, the development will not negatively impact the level of
service at TH 55 and CR 73.
Queue length calculations were made to determine storage
requirements for critical movements. These calculations are
dependent on Mn/DOT operation of the traffic signals in terms of
providing adequate time for the movements. A conservative
procedure was used to calculate average queue based on the average
number of vehicles per cycle assuming a 25 foot vehicle length.
The maximum queue was assumed to be 50% greater than the average
queue length. The results of the calculations are shown on
Table 6.
Traffic Impact Study
March 1989 Page 9
WESTWOOD PROFESSIONAL SERVICES, INC.
Table 6
QUEUE LENGTH CALCULATIONS
PER LANE ---
CYCLE # OF AVG. AVG. MAX.
INTERSECTION CASE MOVEMENT VOLLNE LENGTH LANES VER QUEUE QUEUE
TH 55 W. MEDICINE LAKE DR. EXISTING NB 166 160 1 7.36 184 276
TH 55 W. MEDICINE LAKE DR. PHASE I NB LT 50 160 1 2.24 56 84
TH 55 W. MEDICINE LAKE DR. PHASE I NB THRU/RT 32 160 1 1.44 36 54
TH 55 W. MEDICINE LAKE DR. PHASE II NB LT 164 160 1 7.28 182 273
TH 55 W. MEDICINE LAKE DR. PHASE II NB THRU/RT 90 160 1 4.00 100 150
TH 55 COUNTY ROAD 73 EXISTING NB LT 188 160 1 8.36 209 314
TH 55 COUNTY ROAD 73 EXISTING NB THRU 142 160 1 6.32 158 237
TH 55 COUNTY ROAD 73 PHASE I NB LT 211 160 1 9.36 234 351
TH 55 COUNTY ROAD 73 PHASE I NB THRU 165 160 1 7.32 183 275
TH 55 COUNTY ROAD 73 PHASE II NB LT 237 160 2 5.28 132 198
TH 55 COUNTY ROAD 73 PHASE II NB THRU 202 160 1 8.96 224 336
A queue length of concern is the northbound left turn movement at
TH 55 and West Medicine Lake Road. For Phase II, the average queue
length is 182 feet with a maximum length of 273 feet. The queue
can extend approximately 150 feet before it wraps to the east,
where it could potentially block eastbound or westbound traffic.
Eastbound traffic volume is expected to be insignificant, since
trucks will generally exit from the east driveway to CR 73 and
customers of the drive-thru are expected to continue their south to
east movement. Traffic from the parking area east of West Medicine
Lake may be somewhat inconvenienced but will have an alternative
exit on CR 73.
The other queue length of significance is the northbound left turn
movement at CR 73. The proposed median cut for the eastern site
access to the upgraded CR 73 about 380 feet south of TH 55 will
accommodate the estimated queues. The existing frontage road
geometry will make the eastbound left turn movement difficult and
of concern.
The closure of the south frontage road between Cottonwood Lane and
CR 73 will impact traffic patterns and volumes. One impact will be
that site traffic will not use Cottonwood Lane, which will lessen
the potential for commercial traffic to pass through the
residential area south of the site. The removal of the south
frontage road from the proximity of the CR 73 and TH 55
intersection will transfer the difficult eastbound left turn
movement farther south, providing more northbound stacking capacity
and greater lane changing distance for vehicles bound for eastbound
TH 55. Southbound West Medicine Lake Drive traffic that would have
Traffic Impact Study
March 1989 Page 10
WESTWOOD PROFESSIONAL SERVICES, INC.
been bound for the south frontage road (but not the site) will
instead use the north frontage road to Goldenrod Lane or CR 73.
ALTERNATIVE ANALYSIS
An alternative analysis which considered a change in lane
geometry and signal phasing was performed for the intersection of
TH 55 and West Medicine Lake Road. This analysis is presented as
an alternative because it would involve changes in signal phasing
and special pedestrian crossing consideration subject to Mn/DOT
approval.
The change involves providing two exclusive left turn lanes and a
through -right lane for the three northbound approach lanes. It had
been proposed to provide a left turn lane, a through lane and a
right turn lane. With two exclusive left turn lanes, a protected
phase is required for safe and efficient operation. For this
intersection, it is suggested that the signal phasing be separated
for the northbound and southbound movements.
A Highway Capacity Manual analysis was performed of the modified
geometry and signal phasing with the Phase II 1993 traffic volumes.
The 160 second cycle length operation was kept constant. The
stopped time delay was reduced from 57.5 seconds (level of service
E') to 49.1 seconds (level of service 'E'). The V/C ratio was
reduced from 1.134 to 1.083. The operation was much improved.
In addition, the two left turn lanes would double the left turn
storage area, reducing the estimated queue lengths by 50%. The
average queue length would drop from 182 feet to 91 feet and the
maximum queue length would drop from 273 feet to 137 feet. The
reduced queues would not extend past the 150 foot queuing area.
The phase splits, including clearances times, used in the analysis
allocated 15 seconds for the northbound movements and 17 seconds
for the southbound movement. These times balanced the approaching
traffic volumes but were not adequate for normal pedestrian
crossing situations. Pedestrian volume is expected to be
negligible at this intersection. Many of today's state-of-the-art
traffic signal controllers will implement phase splits that do not
include adequate pedestrian crossing times but will properly serve
pedestrian calls, causing the controller to drop from coordination
and then transition back to coordinated timing. This operation has
been used successfully by Hennepin County and Ramsey County.
The adjustment in phasing and lane utilization will improve the
vehicle operation at the West Medicine Lake Drive and TH 55
intersection. The feasibility of changing the signal phasing and
the pedestrian phase operations must be approved by Mn/DOT.
Traffic Impact Study
March 1989 Page 11
WESTWOOD PROFESSIONAL SERVICES, INC.
COMPLIANCE WITH PLYMOUTH THOROUGHFARE GUIDE PLAN
The Plymouth Thoroughfare Guide Plan calls for a major north -south
collector to connect the TH 55 south frontage road and future 6th
Avenue, which will provide a major east -west collector between
CR 73 and Pineview Drive. Future 6th Avenue will skirt the south
boundary of the project site. The Thoroughfare Guide Plan and
earlier development proposals for the project site have used a
southern extension of West Medicine Lake Drive to form the north -
south connection to 6th Avenue.
The Guide Plan does not call for a full intersection at West
Medicine Lake Drive and TH 55. Such an extension of West Medicine
Lake Drive would require demolition of a portion of an existing
structure on the project site. Project proposers wish to refurbish
and expand these structures rather than demolish and replace them.
Thus, a southern extension of Cottonwood Lane is proposed rather
than West Medicine Lake Drive.
An extension of Cottonwood Lane would function identically to an
extension of West Medicine Lake Drive. In addition, it would be
less costly, since only 330 feet of Cottonwood Lane would be on new
alignment and only one residence would potentially need to be
acquired. A West Medicine Lake Drive extension would require 1,020
feet of new alignment and acquisition of at least three residences,
as well as a substantial portion of the project site (including
structure).
Since a West Medicine Lake Drive extension would be connected
directly to the TH 55/West Medicine Lake Drive intersection, such
an extension would also feed a substantial amount of southbound
commercial traffic through the residential neighborhood to the
south. A Cottonwood Lane extension would not have this effect,
since the nearest connection to TH 55 would be Goldenrod Lane and
none of the traffic generated by the proposed development could
access Cottonwood Lane. All southbound traffic from the center
would exit the site via the east access and travel south on CR 73.
CONCLUSIONS
This study has determined that:
1. the expansion of the retail shopping center and proposed
geometric changes will not negatively impact the level of
service for the TH 55 intersections at West Medicine Lake
Road and CR 73. While the study indicated that these
intersections will operate at or near unacceptable levels
of service during the P.M. peak hour by 1993, the
Traffic Impact Study
March 1989 Page 12
WESTWOOD PROFESSIONAL SERVICES, INC.
proposed development will not aggravate these projected
capacity problems.
2. the proposed access drive to future CR 73 is sufficiently
south of TH 55 so as not to interfere with northbound
queues on CR 73 and is being reviewed by Hennepin County.
3. stacking distance available for the northbound left turn
at the West Medicine Lake Drive/TH 55 intersection is
less than the average and maximum queue lengths for this
movement during the peak hour; however, because of
anticipated site traffic patterns, peak hour queues are
not expected to significantly disrupt vehicle circulation
through the site. An alternative lane configuration of
dual left turn lanes is under consideration to eliminate
the stacking problem.
4. closure of the TH 55 south frontage road will have a
positive impact on the TH 55/West Medicine Lake Drive
intersection and will reduce the potential for
significant future commercial traffic through the
residential area to the site.
5. the proposed roadway system, including southern extension
of Cottonwood Lane, materially complies with the Plymouth
Thoroughfare Guide Plan.
Traffic Impact Study
March 1989 Page 13
1985 HCM: SIGNALIZED INTERSECTIONS
SUMMARY REPORT
INTERSECTION..HIGHWAY 55/MEDICINE LAKE DR.
AREA TYPE ..... OTHER
ANALYST....... BFB
DATE.......... 03/06/89
TIME.......... PM
COMMENT....... 1987 EXISITNG VOLUMES - MNDOT
VOLUMES GEOMETRY
EB WB NB SB : EB WB NB SB
LT 84 14 60 75 : L 12.0 L 12.0 LTR 12.0 LT 12.0
TH 1863 1923 67 28 : T 12.0 T 12.0 12.0 R 12.0
RT 94 263 39 25 : T 12.0 T 12.0 12.0 12.0
RR 94 263 0 25 : R 12.0 R 12.0 12.0 12.0
12.0 12.0 12.0 12.0
12.0 12.0 12.0 12.0
ADJUSTMENT FACTORS
GRADE HV ADJ PKG BUSES PHF PEDS PED. BUT. ARR. TYPE
M M Y/N Nm Nb Y/N min T
EB 0.00 5.00 N 0 0 0.90 10 Y 11.5 5
WB 0.00 5.00 N 0 0 0.90 10 Y 11.5 5
NB 0.00 5.00 N 0 0 0.90 10 Y 26.5 3
SB 0.00 5.00 N 0 0 0.90 10 Y 26.5 3
SIGNAL SETTINGS CYCLE LENGTH = 160.0
PH-1 PH-2 PH-3 PH-4 PH-1 PH-2 PH-3 PH-4
EB LT X NB LT X
TH X TH X
RT X RT X
PD X PD X
WB LT X SB LT X
TH X TH X
RT X RT X
PD X PD X
GREEN 11.0 101.0 0.0 0.0 GREEN 33.0 0.0 0.0 0.0
YELLOW 5.0 5.0 0.0 0.0 YELLOW 5.0 0.0 0.0 0.0
LEVEL OF SERVICE
LANE GRP. V/C G/C DELAY LOS APP. DELAY APP. LOS
EB L 0.689 0.081 63.5 F 19.4 C
T 0.962 0.644 17.5 C
R 0.000 0.644 3.1 A
WB L 0.115 0.081 51.8 E 21.3 C
T 0.993 0.644 21.1 C
R 0.000 0.644 3.1 A
NB LTR 0.725 0.219 43.1 E 43.1 E
SB LT 0.426 0.219 35.4 D 35.4 D
R 0.000 0.219 38.4 D
INTERSECTION: Delay = 21.6 (sec/veh) V/C = 0.905 LOS = C
r
1985 HCM: SIGNALIZED INTERSECTIONS
SUMMARY REPORT
INTERSECTION..HIGHWAY 55/MEDICINE LAKE DR.
AREA TYPE ..... OTHER
ANALYST....... BFB
DATE.......... 03/06/89
TIME.......... PM
COMMENT....... 1900- PHASE 1 DEVELOPMENT
VOLUMES GEOMETRY
EB WB NB SB : EB WB NB SB
LT 94 36 50 84 : L 12.0 L 12.0 L 12.0 LT 12.0
TH 2096 2163 14 14 : T 12.0 T 12.0 T 12.0 R 12.0
RT 47 296 18 28 : T 12.0 T 12.0 R 12.0 12.0
RR 47 296 0 28 : R 12.0 R 12.0 12.0 12.0
12.0 12.0 12.0 12.0
12.0 12.0 12.0 12.0
ADJUSTMENT FACTORS
GRADE HV ADJ PKG BUSES PHF PEDS PED. BUT. ARR. TYPE
M M YIN Nm Nb YIN min T
EB 0.00 5.00 N 0 0 0.90 10 Y 17.5 5
WB 0.00 5.00 N 0 0 0.90 10 Y 17.5 5
NB 0.00 5.00 N 0 0 0.90 10 Y 26.5 3
SB 0.00 5.00 N 0 0 0.90 10 Y 26.5 3
SIGNAL SETTINGS CYCLE LENGTH = 160.0
PH -1 PH -2 PH -3 PH -4 PH -1 PH -2 PH -3 PH -4
EB LT X NB LT X
TH X TH X
RT X RT X
PD X PD X
WB LT X SB LT X
TH X TH X
RT X RT X
PD X PD X
GREEN 10.0 115.0 0.0 0.0 GREEN 20.0 0.0 0.0 0.0
YELLOW 5.0 5.0 0.0 0.0 YELLOW 5.0 0.0 0.0 0.0
LEVEL OF SERVICE
LANE GRP. V/C G/C DELAY LOS APP. DELAY APP. LOS
EB L 0.835 0.075 79.8 F 15.7 C
T 0.953 0.731 13.0 B
R 0.000 0.731 1.8 A
WB L 0.320 0.075 53.8 E 16.6 C
T 0.983 0.731 16.0 C
R 0.000 0.731 0.0 A
NB L 0.440 0.138 49.7 E 45.5 E
T 0.064 0.138 38.8 D
R 0.098 0.138 39.0 D
SB LT 0.519 0.138 43.0 E 43.0 E
R 0.001 0.138 38.4 D
INTERSECTION: Delay = 17.2 (sec/veh) V/C = 0.904 LOS = C
1985 HCM: SIGNALIZED INTERSECTIONS
SUMMARY REPORT
INTERSECTION..HIGHWAY 55/MEDICINE LAKE DR.
AREA TYPE ..... OTHER
ANALYST....... BFB
DATE.......... 03/06/89
TIME.......... PM
COMMENT....... 1993 - FULL DEVELOPMENT
VOLUMES GEOMETRY
EB WB NB SB : EB WB NB SB
LT 94 61 164 94 : L 12.0 L 12.0 L 12.0 LT 12.0
TH 2290 2364 47 46 : T 12.0 T 12.0 T 12.0 R 12.0
RT 160 333 43 31 : T 12.0 T 12.0 R 12.0 12.0
RR 160 333 0 31 : R 12.0 R 12.0 12.0 12.0
12.0 12.0 12.0 12.0
12.0 12.0 12.0 12.0
ADJUSTMENT FACTORS
GRADE HV ADJ PKG BUSES PHF PEDS PED. BUT. ARR. TYPE
M ( 9K ) YIN Nm Nb YIN min T
EB 0.00 5.00 N 0 0 0.90 10 Y 17.5 5
WB 0.00 5.00 N 0 0 0.90 10 Y 17.5 5
NB 0.00 5.00 N 0 0 0.90 10 Y 26.5 3
SB 0.00 5.00 N 0 0 0.90 10 Y 26.5 3
SIGNAL SETTINGS CYCLE LENGTH = 160.0
PH-1 PH-2 PH-3 PH-4 PH-1 PH-2 PH-3 PH-4
EB LT X NB LT X
TH X TH X
RT X RT X
PD X PD X
WB LT X SB LT X
TH X TH X
RT X RT X
PD X PD X
GREEN 8.0 108.0 0.0 0.0 GREEN 29.0 0.0 0.0 0.0
YELLOW 5.0 5.0 0.0 0.0 YELLOW 5.0 0.0 0.0 0.0
LEVEL OF SERVICE
LANE GRP. V/C G/C DELAY LOS APP. DELAY APP. LOS
EB L 1.002 0.063 125.6 F 49.7 E
T 1.107 0.688 46.8 E
R 0.000 0.688 3.1 A
WB L 0.650 0.063 64.6 F 59.8 E
T 1.143 0.688 59.7 E
R 0.000 0.688 3.1 A
NB L 1.144 0.194 166.9 F 120.0 F
T 0.154 0.194 34.6 D
R 0.166 0.194 34.7 D
SB LT 0.619 0.194 40.9 E 40.9 E
R 0.002 0.194 33.6 D
INTERSECTION: Delay = 57.5 (sec/veh) V/C = 1.134 LOS = E
F1, 9
1985 HCM: SIGNALIZED INTERSECTIONS
SUMMARY REPORT
INTERSECTION..HIGHWAY 55/MEDICINE LAKE DR.
AREA TYPE ..... OTHER
ANALYST....... BFB
DATE.......... 03/06/89
TIME.......... PM
COMMENT....... 1993 - FULL DEVELOPMENT - DUAL NB LEFT TURN LANES
VOLUMES GEOMETRY
EB WB NB SB : EB WB NB SB
LT 94 61 164 94 : L 12.0 L 12.0 L 12.0 LT 12.0
TH 2290 2364 47 46 : T 12.0 T 12.0 L 12.0 R 12.0
RT 160 333 43 31 : T 12.0 T 12.0 TR 12.0 12.0
RR 160 333 0 31 : R 12.0 R 12.0 12.0 12.0
12.0 12.0 12.0 12.0
12.0 12.0 12.0 12.0
ADJUSTMENT FACTORS
GRADE HV ADJ PKG BUSES PHF PEDS PED. BUT. ARR. TYPE
M M YIN Nm Nb YIN min T
EB 0.00 5.00 N 0 0 0.90 10 Y 14.5 5
WB 0.00 5.00 N 0 0 0.90 10 Y 14.5 5
NB 0.00 5.00 N 0 0 0.90 10 Y 26.5 5
SB 0.00 5.00 N 0 0 0.90 10 Y 26.5 5
SIGNAL SETTINGS CYCLE LENGTH = 160.0
PH -1 PH -2 PH -3 PH -4 PH 1 PH -2 PH -3 PH -4
EB LT X NB LT X
TH X TH X
RT X RT X
PD X PD X
WB LT X SB LT X
TH X TH X
RT X RT X
PD X PD X
GREEN 8.0 110.0 0.0 0.0 GREEN 10.0 12.0 0.0 0.0
YELLOW 5.0 5.0 0.0 0.0 YELLOW 5.0 5.0 0.0 0.0
LEVEL OF SERVICE
LANE GRP. V/C G/C DELAY LOS APP. DELAY APP. LOS
EB L 1.002 0.063 125.6 F 43.2 E
T 1.087 0.700 40.0 E
R 0.000 0.700 0.0 A
WB L 0.650 0.063 64.6 F 52.0 E
T 1.123 0.700 51.7 E
R 0.000 0.700 0.0 A
NB L 0.790 0.075 66.1 F 59.8 E
TR 0.820 0.075 47.6 E
SB LT 1.047 0.087 78.7 F 78.5 F
R 0.003 0.087 20.3 C
INTERSECTION: Delay = 49.1 (sec/veh) V/C = 1.083 LOS = E
1985 HCM: SIGNALIZED INTERSECTIONS
SUMMARY REPORT
INTERSECTION,.HIGHWAY 55/COUNTY ROAD 73
AREA TYPE ..... OTHER
ANALYST....... BFB
DATE.......... 03/07/89
TIME.......... PM
COMMENT....... 1987 EXISTING
VOLUMES GEOMETRY
EB WB NB SB : EB WB NB SB
LT 171 48 188 128 : L 12.0 L 12.0 L 12.0 L 12.0
TH 1728 1773 142 75 : T 12.0 T 12.0 T 12.0 T 12.0
RT 109 104 101 209 : T 12.0 T 12.0 R 12.0 R 12.0
RR 109 104 101 209 : R 12.0 R 12.0 12.0 12.0
12.0 12.0 12.0 12.0
12.0 12.0 12.0 12.0
ADJUSTMENT FACTORS
GRADE HV ADJ PKG BUSES PHF PEDS PED. BUT. ARR. TYPE
A6 ) M Y/N Nm Nb Y/N min T
EB 0.00 5.00 N 0 0 0.90 10 Y 20.5 5
WB 0.00 5.00 N 0 0 0.90 10 Y 20.5 5
NB 0.00 5.00 N 0 0 0.90 10 Y 26.5 5
SB 0.00 5.00 N 0 0 0.90 10 Y 26.5 5
SIGNAL SETTINGS CYCLE LENGTH 160.0
PH-1 PH-2 PH-3 PH-4 PH-1 PH-2 PH-3 PH-4
EB LT X X NB LT X
TH X X TH X
RT X X RT X
PD X X PD X
WB LT X SB LT X
TH X TH X
RT X RT X
PD X PD X
GREEN 11.0 9.0 98.0 0.0 GREEN 22.0 0.0 0.0 0.0
YELLOW 5.0 5.0 5.0 0.0 YELLOW 5.0 0.0 0.0 0.0
LEVEL OF SERVICE
LANE GRP. V/C G/C DELAY LOS APP. DELAY APP. LOS
EB L 0.675 0.169 51.7 E 11.8 B
T 0.806 0.712 8.1 B
R 0.000 0.712 2.0 A
WB L 0.394 0.081 54.0 E 17.7 C
T 0.943 0.625 16.8 C
R 0.000 0.625 3.1 A
NB L 1.140 0.150 161.9 F 100.9 F
T 0.599 0.150 20.4 C
R 0.001 0.150 17.6 C
SB L 1.125 0.150 167.0 F 112.0 F
T 0.317 0.150 18.5 C
R 0.001 0.150 17.6 C
INTERSECTION: Delay = 25.6 sec/veh) V/C = 0.926 LOS = D
I
1985 HCM: SIGNALIZED INTERSECTIONS
SUMMARY REPORT
INTERSECTION..HIGHWAY 55/COUNTY ROAD 73
AREA TYPE ..... OTHER
ANALYST....... BFB
DATE.......... 03/07/89
TIME.......... PM
COMMENT....... 1990 PHASE 1
VOLUMES GEOMETRY
EB WB NB SB : EB WB NB SB
LT 192 68 211 144 : L 12.0 L 12.0 L 12.0 L 12.0
TH 1944 1994 165 89 : T 12.0 T 12.0 T 12.0 T 12.0
RT 123 117 149 238 : T 12.0 T 12.0 R 12.0 R 12.0
RR 123 117 149 238 : R 12.0 R 12.0 12.0 12.0
12.0 12.0 12.0 12.0
12.0 12.0 12.0 12.0
ADJUSTMENT FACTORS
GRADE HV ADJ PKG BUSES PHF PEDS PED. BUT. ARR. TYPE
M M YIN Nm Nb YIN min T
EB 0.00 5.00 N 0 0 0.90 10 Y 25.8 5
WB 0.00 5.00 N 0 0 0.90 10 Y 25.8 5
NB 0.00 5.00 N 0 0 0.90 10 Y 31.8 5
SB 0.00 5.00 N 0 0 0.90 10 Y 31.8 5
SIGNAL SETTINGS CYCLE LENGTH 160.0
PH -1 PH -2 PH -3 PH -4 PH 1 PH -2 PH -3 PH -4
EB LT X X NB LT X
TH X X TH X
RT X X RT X
PD X X PD X
WB LT X SB LT X
TH X TH X
RT X RT X
PD X PD X
GREEN 8.0 3.0 102.0 0.0 GREEN 27.0 0.0 0.0 0.0
YELLOW 5.0 5.0 5.0 0.0 YELLOW 5.0 0.0 0.0 0.0
LEVEL OF SERVICE
LANE GRP. V/C G/C DELAY LOS APP. DELAY APP. LOS
EB L 1.137 0.112 161.9 F 25.2 D
T 0.923 0.700 12.3 B
R 0.000 0.700 2.0 A
WB L 0.725 0.063 70.3 F 26.6 D
T 1.020 0.650 25.2 D
R 0.000 0.650 3.1 A
NB L 1.100 0.181 135.7 F 84.4 F
T 0.576 0.181 19.0 C
R 0.000 0.181 17.6 C
SB L 1.076 0.181 135.5 F 90.3 F
T 0.311 0.181 17.4 C
R 0.002 0.181 16.3 C
INTERSECTION: Delay = 33.3 (sec/veh) V/C = 1.049 LOS = D
1985 HCM: SIGNALIZED INTERSECTIONS
SUMMARY REPORT
INTERSECTION..HIGHWAY 55/COUNTY ROAD 73
AREA TYPE ..... OTHER
ANALYST....... BFB
DATE.......... 03/07/89
TIME.......... PM
COMMENT....... 1993 PHASE 2 - EXISTING GEOMETRY
VOLUMES GEOMETRY
EB WB NB SB : EB WB NB SB
LT 216 166 237 162 : L 12.0 L 12.0 L 12.0 L 12.0
TH 2124 2179 202 116 : T 12.0 T 12.0 T 12.0 T 12.0
RT 138 132 254 268 : T 12.0 T 12.0 R 12.0 R 12.0
RR 138 132 254 268 : R 12.0 R 12.0 12.0 12.0
12.0 12.0 12.0 12.0
12.0 12.0 12.0 12.0
ADJUSTMENT FACTORS
GRADE HV ADJ PKG BUSES PHF PEDS PED. BUT. ARR. TYPE
M M YIN Nm Nb YIN min T
EB 0.00 5.00 N 0 0 0.90 10 Y 25.8 5
WB 0.00 5.00 N 0 0 0.90 10 Y 25.8 5
NB 0.00 5.00 N 0 0 0.90 10 Y 31.8 5
SB 0.00 5.00 N 0 0 0.90 10 Y 31.8 5
SIGNAL SETTINGS CYCLE LENGTH = 160.0
PH-1 PH-2 PH-3 PH-4 PH-1 PH-2 PH-3 PH-4
EB LT X X NB LT X
TH X X TH X
RT X X RT X
PD X X PD X
WB LT X SB LT X
TH X TH X
RT X RT X
PD X PD X
GREEN 13.0 1.0 95.0 0.0 GREEN 31.0 0.0 0.0 0.0
YELLOW 5.0 5.0 5.0 0.0 YELLOW 5.0 0.0 0.0 0.0
LEVEL OF SERVICE
LANE GRP. V/C G/C DELAY LOS APP. DELAY APP. LOS
EB L 1.097 0.131 136.0 F 52.9 E
T 1.097 0.644 44.9 E
R 0.000 0.644 3.1 A
WB L 1.180 0.094 193.8 F 90.3 F
T 1.195 0.606 82.8 F
R 0.000 0.606 3.1 A
NB L 1.178 0.206 174.9 F 105.0 F
T 0.620 0.206 23.1 C
R 0.001 0.206 15.3 C
SB L 1.196 0.206 200.0 F 123.5 F
T 0.356 0.206 16.6 C
R 0.000 0.206 16.3 C
INTERSECTION: Delay = 76.8 (sec/veh) V/C = 1.181 LOS = F
1985 HCM: SIGNALIZED INTERSECTIONS
SUMMARY REPORT
INTERSECTION..HIGHWAY 55/COUNTY ROAD 73
AREA TYPE ..... OTHER
ANALYST....... BFB
DATE.......... 03/07/89
TIME.......... PM
COMMENT....... 1993 PHASE 2 - REVISED GEOMETRY
VOLUMES GEOMETRY
EB WB NB SB : EB WB NB SB
LT 216 166 237 162 : L 12.0 L 12.0 L 12.0 L 12.0
TH 2124 2179 202 116 : T 12.0 T 12.0 L 12.0 T 12.0
RT 138 132 254 268 : T 12.0 T 12.0 T 12.0 R 12.0
RR 138 132 254 268 : R 12.0 R 12.0 R 12.0 12.0
12.0 12.0 12.0 12.0
12.0 12.0 12.0 12.0
ADJUSTMENT FACTORS
GRADE HV ADJ PKG BUSES PHF PEDS PED. BUT. ARR. TYPE
M M YIN Nm Nb YIN min T
EB 0.00 5.00 N 0 0 0.90 10 Y 28.8 5
WB 0.00 5.00 N 0 0 0.90 10 Y 28.8 5
NB 0.00 5.00 N 0 0 0.90 10 Y 31.8 5
SB 0.00 5.00 N 0 0 0.90 10 Y 31.8 5
SIGNAL SETTINGS CYCLE LENGTH = 160.0
PH-1 PH-2 PH-3 PH-4 PH-1 PH-2 PH-3 PH-4
EB LT X X NB LT X
TH X X TH X
RT X X RT X
PD X X PD X
WB LT X SB LT X
TH X TH X
RT X RT X
PD X PD X
GREEN 13.0 1.0 95.0 0.0 GREEN 31.0 0.0 0.0 0.0
YELLOW 5.0 5.0 5.0 0.0 YELLOW 5.0 0.0 0.0 0.0
LEVEL OF SERVICE
LANE GRP. V/C GIC DELAY LOS APP. DELAY APP. LOS
EB L 1.097 0.131 136.0 F 52.9 E
T 1.097 0.644 44.9 E
R 0.000 0.644 3.1 A
WB L 1.180 0.094 193.8 F 90.3 F
T 1.195 0.606 82.8 F
R 0.000 0.606 3.1 A
NB L 0.618 0.206 45.8 E 35.6 D
T 0.620 0.206 23.1 C
R 0.001 0.206 15.3 C
SB L 1.196 0.206 200.0 F 123.5 F
T 0.356 0.206 16.6 C
R 0.000 0.206 16.3 C
INTERSECTION: Delay = 71.3 (sec/veh) V/C = 1.181 LOS = F
3
1985 HCM: UNSIGNALIZED INTERSECTIONS Page-1
IDENTIFYING INFORMATION
AVERAGE RUNNING SPEED, MAJOR STREET.. 35
PEAK HOUR FACTOR ..................... .9
AREA POPULATION ...................... 150000
NAME OF THE EAST/WEST STREET......... ACCESS DRIVE
NAME OF THE NORTH/SOUTH STREET....... COUNTY RD 73
NAME OF THE ANALYST .................. BFB
DATE OF THE ANALYSIS (mm/dd/yy)...... 03/07/89
TIME PERIOD ANALYZED ................. PM PEAK
OTHER INFORMATION.... 1993 FULL DEVELOPMENT - REVISED GEOMETRY
INTERSECTION TYPE AND CONTROL
INTERSECTION TYPE: T -INTERSECTION
MAJOR STREET DIRECTION: NORTH/SOUTH
CONTROL TYPE EASTBOUND: STOP SIGN
TRAFFIC VOLUMES
EB WB NB SB
LEFT 107 -- 48 0
THRU 0 -- 592 316
RIGHT 49 -- 0 105
NUMBER OF LANES
EB WB NB SB
LANES 2 -- 2 2
ADJUSTMENT FACTORS Page-2
SU TRUCKS % COMBINATION
AND RV'S VEHICLES % MOTORCYCLES
EASTBOUND
PERCENT RIGHT TURN CURB RADIUS (ft) ACCELERATION LANE
WESTBOUND
GRADE ANGLE FOR RIGHT TURNS FOR RIGHT TURNS
EASTBOUND 0.00 90 20 N
WESTBOUND
NORTHBOUND 0.00 90 20 N
SOUTHBOUND 0.00 90 20 N
VEHICLE COMPOSITION
Table 10-2) VALUE ADJUSTMENT
SU TRUCKS % COMBINATION
AND RV'S VEHICLES % MOTORCYCLES
EASTBOUND 0 0 0
WESTBOUND
NORTHBOUND 0 0 0
SOUTHBOUND 0 0 0
CRITICAL GAPS
TABULAR VALUES ADJUSTED SIGHT DIST. FINAL
Table 10-2) VALUE ADJUSTMENT CRITICAL GAP
MINOR RIGHTS
EB 5.70 5.70 0.00 5.70
MAJOR LEFTS
NB 5.60 5.60 0.00 5.60
MINOR LEFTS
EB 7.30 7.30 0.00 7.30
IDENTIFYING INFORMATION
NAME OF THE EAST/WEST STREET...... ACCESS DRIVE
NAME OF THE NORTH/SOUTH STREET.... COUNTY RD 73
DATE AND TIME OF THE ANALYSIS..... 03/07/89 PM PEAK
OTHER INFORMATION.... 1993 FULL DEVELOPMENT - REVISED GEOMETRY
m
CAPACITY AND LEVEL -OF -SERVICE Page -3
POTEN- ACTUAL
FLOW- TIAL MOVEMENT SHARED RESERVE
RATE CAPACITY CAPACITY CAPACITY CAPACITY
MOVEMENT v(pcph) c (pcph) c (pcph) c (pcph) c = c - v LOS
p M SH R SH
MINOR STREET
EB LEFT 131 144 136 136
RIGHT 60 820 820 820
MAJOR STREET
NB LEFT 59 635 635 635
IDENTIFYING INFORMATION
5 E
760 A
577 A
NAME OF THE EAST/WEST STREET...... ACCESS DRIVE
NAME OF THE NORTH/SOUTH STREET.... COUNTY RD 73
DATE AND TIME OF THE ANALYSIS..... 03/07/89 PM PEAK
OTHER INFORMATION.... 1993 FULL DEVELOPMENT - REVISED GEOMETRY
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