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HomeMy WebLinkAbout07/19/2017Apple ��ey Meeting Location: Municipal Center 7100 147th Street West Apple Valley, Minnesota 55124 July 19, 2017 PLANNING COMMISSION TENTATIVE AGENDA 7:00 PM 1. Call to Order 2. Approve Agenda 3. Approve Consent Agenda Items Consent Agenda Items are considered routine and will be enacted with a single motion, without discussion, unless a commissioner or citizen requests to have any item separately considered. It will then be moved to the land use/action items for consideration. A. Approve Minutes of June 21, 2017, Regular Meeting 4. Public Hearings A. Ryan Real Estate Redevelopment - PC 17-09-ZCB 1. Zoning Amendments to PD -290, Zone 1 to Allow Drive-thru Lane in Connection with a Class I Restaurant 2. Zoning Amendments to Reduce Building and Parking Setbacks from Cedar Ave, 147th Street and Glazier Ave 3. Conditional Use Permit for Drive-thru Lane 4. Site Plan Review/Building Permit Authorization to Construct a 9,000 sq. ft. Restaurant Location: 14750 Cedar Ave (Southeast corner Cedar Ave & 147th St) Petitioner: Launch Properties and Ryan Real Estate 5. Land Use / Action Items 6. Other Business A. 2040 Comprehensive Plan Update B. Review of Upcoming Schedule and Other Updates Next Planning Commission Meeting -Wednesday, August 2, 2017 - 7:00 P. m. Next City Council Meeting -Thursday, July 27, 2017 - 7:00 p.m. 7. Adjourn Regular meetings are broadcast, live, on Charter Communications Cable Channel 180 and on the City's website at www.cilyofapplevalley.org Apple„ ITEM: PLANNING COMMISSION MEETING DATE: SECTION: 3.A. July 19, 2017 Consent Items Description: Approve Minutes of June 21, 2017, Regular Meeting Staff Contact: Joan Murphy, Department Assistant ACTION REQUESTED: Approve minutes of regular meeting of June 21, 2017. Department / Division: Community Development Department SUMMARY: The minutes of the last regular Planning Commission meeting are attached for your review and approval. BACKGROUND: State statute requires the creation and preservation of meeting minutes which document the official actions and proceedings of public governing bodies. BUDGET IMPACT: N/A ATTACHMENTS: Minutes CITY OF APPLE VALLEY PLANNING COMMISSION MINUTES JUNE 21, 2017 1. CALL TO ORDER The City of Apple Valley Planning Commission meeting was called to order by Chair Melander at 7:00 p.m. Members Present: Tom Melander, Ken Alwin, Tim Burke, Keith Diekmann, Paul Scanlan and David Schindler Members Absent: Jodi Kurtz Staff Present: City Attorney Sharon Hills, Community Development Director Bruce Nordquist, City Engineer Brandon Anderson, City Planner Tom Lovelace, Planner Kathy Bodmer and Department Assistant Joan Murphy. 2. APPROVAL OF AGENDA Chair Melander asked if there were any changes to the agenda. Hearing none he called for a motion. MOTION: Commissioner Diekmann moved, seconded by Commissioner Alwin, approving the agenda. Ayes - 6 - Nays - 0. 3. CONSENT ITEMS MOTION: Commissioner Burke moved, seconded by Commissioner Scanlan, approving the minutes of the meeting of May 17, 2017. Ayes - 5 - Nays - 0. Abstained — 1 (Diekmann) 4. PUBLIC HEARINGS A. Cobblestone Lake 9t" Addition —Public hearing to consider planned development ordinance amendment and the replat of eight (8) existing residential lots that will include the adjustment of lot lines. (PC17-18-SF) LOCATION: 15574-15602 Duck Trail Lane PETITIONER: Essay Holdings, LLC and Stonebay Builders, LLC Chair Melander opened the public hearing at 7:01 p.m. City Planner Tom Lovelace stated the applicant is requesting approval of a preliminary plat that will adjust common lot line of eight existing lots of record. The proposed adjustments will involve the moving of four common lot lines approximately five feet, which will create new lots that will vary size from 2,849 sq. ft. to 3,408 sq. ft. and in width from 37 feet to 44 feet. The current planned development ordinance allows for lots within zone 2 that have a minimum area of 2,800 sq. ft. and CITY OF APPLE VALLEY Dakota County, Minnesota Planning Commission Minutes June 21, 2017 Page 2 of 6 width of 40 feet. The lots will meet or exceed the minimum lot area requirements, and four of the eight lots meet the minimum lot width requirement. Staff is proposing that the planned development ordinance be amended, which would reduce the minimum lot in zone 2 from 40 feet to 34 feet for lots located in Blocks 12 and 13 of the Cobblestone Lake 3rd Addition, the Cobblestone Lake 6th and 9th Additions. He reviewed the public utilities and the landscaping plans. Commissioner Scanlan asked for confirmation that they are only looking at the reconfiguration of the lots and not the elevations and landscape plans. Mr. Lovelace answered that is correct and what is before the Commission tonight is the zoning amendment to allow for the reduction in the lot widths and the preliminary plat. Commissioner Scanlan said he has concerns for other items that need to be addressed outside of the Planning Commission and did not want it misunderstood what was before them tonight. Mr. Lovelace said that review process is between the association and the builder. Chair Melander clarified that the City has nothing to do with the association and all their rules. Tom Osfar, Stonebay Builders, LLC, commented that they would take what was there originally and improve it a little. Chair Melander closed the public hearing at 7:19 p.m. MOTION: Commissioner Diekmann moved, seconded by Commissioner Burke, recommending approval of reduction of minimum lot width within Zone 2 of Planned Development No. 703 from 40 feet to 34 feet for lots located in Blocks 12 and 13 of the Cobblestone Lake 3rd Addition, the Cobblestone Lake 6th and 9th Additions. Ayes -6 -Nays -0. MOTION: Commissioner Diekmann moved, seconded by Commissioner Burke, recommending approval of the Cobblestone Lake 9th Addition preliminary plat. Ayes - 6 - Nays - 0. B. Cobblestone Lake South Shore 9th Addition — Public hearing to consider replat of Outlot A, Cobblestone Lake South Shore 4th Addition into two lots for the purpose of future construction of a 7,500 -sq. ft. retail building on a 1.15 -acre lot. (PC17-19-SF) LOCATION: Southeast corner of 157th Street West and Emperor Avenue PETITIONER: South Shore Development, Inc. and Hempel Companies Chair Melander opened the public hearing at 7:20 p.m. CITY OF APPLE VALLEY Dakota County, Minnesota Planning Commission Minutes June 21, 2017 Page 3 of 6 City Planner Tom Lovelace stated the applicant is proposing to subdivide the existing outlot into two lots. Lot 1 will be 1.97 acres and 197.5 feet wide and Lot 2 will be .82 acres with a lot width of 137.53 feet. Both lots exceed the minimum lot area and lot width requirements. The site plan shows a single driveway off Emperor Avenue that will provide access to the two lots. The driveway will be centered on the common lot line of the two proposed lots. The proposed driveway and parking layout will require a cross access and parking easement that will need to be recorded with the final plat. The proposed driveway is insufficiently offset from the driveways to the properties along the west side of Emperor Avenue. Shifting the driveway north to align with the Apple Valley Municipal Liquor store driveway may be problematic, as it will be located adjacent to the beginning of the right turn /thru lane. Moving the driveway south to align with the Think Bank driveway may be the better alternative. He reviewed sanitary sewer, watermain connections and storm sewer designs. The utility plan does not show any infiltration areas. City code requires on-site infiltration of the first one-half inch of storm water resulting from any rainfall event. The planned development ordinance calls for sidewalks into and throughout commercial areas, between buildings and across parking areas where appropriate. Sidewalks will need to be installed along the east side of Emperor Avenue and north side of 158th Street West. Internal sidewalk connections from sidewalks along those streets as well as between the two lots should be made as part of any development on the two lots. Commissioner Scanlan asked for a brief history of what the intent was for these lots. Mr. Lovelace answered that the land was always guided for mixed use and had no other intent but a variety of uses upon whatever the zoning was allowed. He said it was previously platted as an outlot. Commissioner Scanlan expressed concern for additional retail in the Cobblestone Lake area. He said what everybody is asking for is an upscale restaurant to support the community and the surrounding residential areas. He said he does not believe more retail is the answer here. Chair Melander commented if it meets the zoning we respond. It is not our job to direct development. Commissioner Scanlan commented on the retail area to the north that he was disappointed in terms of the landscaping from what was shown and what was planted in the past. He said this is the same developer. There is no comparison. In ten years it will not grow into anything that is current in Cobblestone Lake. He has some real concerns with the project. Mr. Lovelace said the building to the north is not completed and there has not been a final inspection on it yet. If they are deficient in any landscaping that was included in their approved landscape plan then they will be required to install that. CITY OF APPLE VALLEY Dakota County, Minnesota Planning Commission Minutes June 21, 2017 Page 4 of 6 Chair Melander closed the public hearing at 7:33 p.m. 5. LAND USE/ACTION ITEMS A. Zvago Apple Valley/Village Pointe Plaza —Consider amendments to PD -739, subdivision by preliminary plat, and site plan review/building permit authorization for construction of a 58 - unit senior cooperative building. (PC 16-30-ZB) LOCATION: Southwest comer of Galaxie Avenue and 153rd Street West PETITIONER: OneTwoOne Development and City of Apple Valley Planner Kathy Bodmer stated the petitioner, OneTwoOne Development, requests consideration of amendments to PD -739, subdivision by preliminary plat, and site plan review/building permit authorization for construction of a 58 -unit senior cooperative building on the southwest corner of Galaxie Avenue and 153rd Street (commonly referred to as the "Triangle Property") at 7070 153rd St. W. The property is located within PD -739 which implements the vision of the Central Village Plan. The zoning performance standards are intended to create an integrated mixed use development in a compact, pedestrian -friendly form adjacent to the City's existing downtown. The Central Village Design Guidelines were adopted December 8, 2003 and since that time, several different proposals have been reviewed for this parcel. The property is located within Zone 2 of the PD zoning district which allows multiple family development, but requires office and commercial uses to be included in the building. The proposed development would include multiple family development, but no commercial uses are proposed to be included in the residential building. The petitioner seeks an amendment to Zone 2 that would allow mixed-use in a horizontal, not vertical form. The overall development plan shows that Zvago Apple Valley, a 58 -unit senior cooperative building, would be located on the west side of the development site abutting the Founders Lane round -about. Pads are shown on the east side of the site abutting Galaxie Avenue for construction of 18,410 sq. ft. of single story retail and a 5,850 sq. ft. single story office building. The fact that the property to the east is being platted as an outlot suggests that the commercial development will occur in the future. The petitioner modified the plans since the time of the public hearing by reducing the height of the office building to a single -story structure. The Planned Development requires a two-story appearance for one-story buildings. The corner of Galaxie Avenue and 153rd Street is a signature corner that will need to have mass and prominence that matches the Galante building to the northeast and the Shops on Galaxie to the east. The City of Apple Valley was awarded a Livable Communities Demonstration Account grant of $1,148,639 to assist with the purchase of the property. The funding will help to incentivize a denser development form than is typically seen in Apple Valley. One of the conditions of the grant is that the development must include residential and commercial development and both projects must commence prior to December 31, 2017. CITY OF APPLE VALLEY Dakota County, Minnesota Planning Commission Minutes June 21, 2017 Page 5 of 6 The preliminary plat shows the property is to be subdivided into two parcels. The location of the lot line is odd because it essentially cuts off the west side of the parking lot. The proposal is to create a lot for the senior cooperative and an outlot for the future commercial development. The petitioner states that all of the parking will be shared and cross -parking and cross -access easement will be executed between the senior coop building and the commercial lot. Tim Nichols, OneTwoOne Development, provided additional information. Discussion followed. MOTION: Commissioner Burke moved, seconded by Commissioner Diekmann recommending approval of amendments to PD -739, Zone 2, subject to execution of an amended planned development agreement, for the following: a. To allow horizontal mixed-use on a planned block rather than requiring the mixed uses within a building. b. To allow reduced parking requirements for senior developments at a rate of 1.0 spaces unit. Ayes -6 -Nays -0. MOTION: Commissioner Burke moved, seconded by Commissioner Diekmann recommending approval of the preliminary plat of Village Pointe Plaza, subject to compliance with all City Codes and the following conditions: a. A minimum 10' drainage and utility easement shall be dedicated adjacent to 153rd Street West, Founders Lane and the Founders Lane round -about rights- of-way in accordance with the City's subdivision ordinance. b. A cash -in -lieu of land parkland dedication shall be required in accordance with the City's dedication formula in the subdivision ordinance. c. A cross -access and cross -parking agreement shall be executed between the senior cooperative and Outlot A and filed with the two property deeds at the time of filing of the final plat. d. A License to Encroach Agreement shall be executed for the removable metal stairs that encroach into City's drainage and utility easements. Ayes -6 -Nays -0. MOTION: Commissioner Burke moved, seconded by Commissioner Diekmann recommending approval of the site plan and give building permit authorization to construct a 58 -unit senior cooperative subject to compliance with all City Codes and the following conditions: a. The owner shall submit a nursery bid list at the time of building permit application that confirms that the landscape materials meet or exceed 2 1/2% of the value of the construction of the building based on Means Construction Data. Landscape materials may include plant materials, underground irrigation systems, public art, fountains, decorative paving, and other outdoor common CITY OF APPLE VALLEY Dakota County, Minnesota Planning Commission Minutes June 21, 2017 Page 6 of 6 area elements that create an enhanced sense of place and fosters positive social interactions. b. The civil construction plans submitted at the time of application of the building c. A lighting plan shall be submitted at time of building permit subject to review and approval of the Planner. d. A hauling and staging plan shall be submitted at time of Natural Resources Management Permit (NRMP) application subject to review and approval of the City Engineer. Ayes -6 -Nays -0. 6. OTHER BUSINESS A. 2040 Comprehensive Plan Update Cindy Gray, SRF Consulting, provided information on the 2040 Comprehensive Plan Discussion followed. B. Review of upcoming schedule and other updates. Community Development Director Bruce Nordquist stated that the next Planning Commission meeting would take place Wednesday, July 19, 2017, at 7:00 p.m. 7. ADJOURNMENT Hearing no further comments from the Planning Staff or Planning Commission, Chair Melander asked for a motion to adjourn. MOTION: Commissioner Schindler moved, seconded by Commissioner Diekmann to adjourn the meeting at 9:29 p.m. Ayes - 6 - Nays - 0. Respectfully Submitted, /s/ Joan Murphy Joan Murphy, Planning Department Assistant Approved by the Apple Valley Planning Commission on Tom Melander, Chair Apple„ ITEM: PLANNING COMMISSION MEETING DATE: SECTION: 4.A. July 19, 2017 Public Hearings Description: Ryan Real Estate Redevelopment - PC17-09-ZCB Staff Contact: Kathy Bodmer, Al CP, Planner Department / Division: Community Development Department Applicant: Launch Properties and Ryan Real Estate Applicant Date: 6/21/2017 60 Days: 8/19/2017 Project Number: PC17-09-ZCB 120 Days: 10/18/2017 ACTION REQUESTED: Open public hearing, receive comments, close public hearing. It is the policy of the Planning Commission to not take action on an item on the night of its public hearing. SUMMARY: Launch properties requests consideration of an application for the redevelopment of the Ryan Real Estate building at 14750 Cedar Ave. The proposed development would remove the existing building and replace it with a 9,000 sq. ft. Class I Casual restaurant with two drive- thru lanes. The requested land use actions would be the following: 1. Amend PD -290, Zone 1 to allow drive-thru lanes in connection with a Class I Restaurant 2. Amend PD -290, Zone 1 to allow reduced parking and building setbacks from Cedar Ave, 147th Street and Glazier Ave. 3. Conditional Use Permit (CUP) for drive-thru lanes. 4. Site plan review/building permit authorization for 9,000 sq. ft. Class I restaurant. BACKGROUND: Site Plan: The petitioners propose to construct the building on the northwest corner of the subject property with the building aligned in a north -south orientation parallel to Cedar Ave. The front and main entrance will be on the south side of the building. The double drive-thru lanes are proposed to be accessed from the east side of the parking lot and follows counter- clockwise around the north and then west sides of the site between Cedar Avenue and the building. The existing driveway access off of 147th Street is proposed to be closed. A right - in -only access is proposed to be constructed on Glazier Ave approximately 230' south of the Glazier Ave and 147th Street intersection. A second full access driveway is proposed south of the right -in -only access with a dedicated enter lane, right turn exit lane and left turn exit lane. The required number of parking spaces is calculated based on the number of seats. With 201 indoor seats and 28 outdoor seats, a total of 84 parking spaces would be required; ninety-seven (97) spaces are provided. Zoning Amendments Requested: The petitioners seek to amend the planned development zoning district (PD -290, Zone 1) to reduce building setbacks from Cedar Ave from 40' to 26', and parking lot setbacks from Cedar Ave from 20' to 0.' The 147th Street parking setbacks are proposed to be reduced from 20' to 4'. The parking lot setbacks from Glazier Ave are proposed to be reduced from 20' to 10'. When Dakota County improved Cedar Avenue in 2013, the County acquired additional right-of-way (ROW) and trail, drainage and utility easements (TDU) to place a corner monument and landscape feature on the northwest corner of the site. The reduced setbacks are needed as a result of the additional easements. Class I restaurants are a permitted use in the zoning district, but drive-thru lanes in connection with a Class I restaurant are currently not allowed. The petitioner requests an amendment to the PD that would allow two drive-thru lanes. Easements and Setbacks: Dakota County obtained several additional easements from the former Ryan Real Estate property when Cedar Ave was upgraded in 2013. Additional right- of-way easements (ROW) and trail, drainage and utility easements (TDU) were obtained in order to construct the brick entrance monument feature on the southeast corner of the Cedar Ave and 147th Street W intersection (northwest corner of the site). The submitted plans should be revised to clearly show the ROW lines and the TDU easements. Building and parking lot setbacks are taken from ROW; TDUs do not impact setbacks. The two drive-thru lanes and 12 parking spaces encroach into the TDU easement. The petitioner plans to redesign the corner monument area and easements which Dakota County states would be very difficult to do because federal funding was used to help finance the road construction project. Any modification to the easements would require a complicated federal approval process. Building Design: The rear of the building is proposed to be the north side of the building along 147th Street. The code requires that all four sides of a building have equally attractive elevations. The north elevation as proposed does not have the same architectural features as the other sides of the building; this is a concern noting that the north building elevation is visible from 147th Street. Dumpster Placement: The petitioners propose to construct the dumpster on the north side of the site in the center of the parking area. While this will be most convenient for employee access from the "back of the house" or rear of the restaurant building, it will be very visible to traffic along 147th Street. Traffic Impacts on Area Intersections: A significant issue related to the redevelopment of the Ryan Real Estate building will be the potential impact to abutting streets and intersections resulting from increased traffic volumes. Currently during peak periods, backups occur when vehicles are waiting at the intersection of Cedar Avenue and 147th Street which prevents vehicles from turning west or left from northbound Glazier Ave. A traffic study was conducted which found that the intersection of 147th Street and Glazier will be impacted by the increased traffic levels resulting from the redevelopment. The petitioners state that any redevelopment of the site would likely increase traffic levels on the surrounding streets. A regional solution that includes improvements to area intersections will likely be needed to accommodate expected increased traffic levels on 147th Street. Discussions of Proposed Round -About with Adjacent Property Owners. Launch Properties has contacted the adjacent property owners to discuss their project and the proposed modifications to area streets and intersections as a result of this project. The following is a summary of their discussions: 1. Merchant's Bank, 14990 Glazier Ave — has a branch bank in Lakeville where a signalized intersection was converted to a round -about. Says intersection performs much better. Supports the round -about. 2. Apple Valley Professional Building, 7493447th Street —listened to the information and expressed openness to discussing the idea in more detail. Stated that hybrid - elongated style round -about would be most impactful to them. In separate correspondence to City, expressed concern over impacts to business as a result of access changes and requested to be kept informed of the project. 3. Wings Financial Credit Union, 14985 Glazier Ave —concerned about increased levels of traffic projected for this project. Of two round -about designs, prefers hybrid - elongated. 4. Cedar Marketplace, 14638 Cedar Ave -- no response back from owner. Tried to contact a couple of times with no response. Outreach will be continued. BUDGET IMPACT: N/A ATTACHMENTS: Background Material Map Plan Set Plan Set Memo Memo Report Report Exhibit Exhibit Ryan Real Estate Redevelopment PROJECT REVIEW Existing Conditions Property Location: 14750 Cedar Ave Legal Description: Lot 1 Block 2, APPLE VALLEY COMMERCIAL ADD, SUBJ TO PAR 5 DAKOTA CO R/W MAP 180 & SUBJ TO PARCEL 114 DAKOTA CO R/W MAP 324 Comprehensive Plan Designation C -Commercial Zoning Classification PD -290, Zone 1 Existing Platting Platted lot of record subject to Dakota County Right-of-way Acquisitions Current Land Use Multiple -tenant office building Size: 2.0 acres Topography: Flat Existing Vegetation Urban landscape. Other Significant Natural Features N/A NORTH Across 147th Street — Applebee's Restaurant Comprehensive Plan C -Commercial Zoning/Land Use PD -290, Zone 4 (Neighborhood -oriented retail) SOUTH Metro Dental/Merchant's Bank Comprehensive Plan C -Commercial Zoning/Land Use PD -290, Zone 1 EAST Across Glazier Ave — Wings Federal Credit Union Comprehensive Plan C -Commercial Zoning/Land Use PD -290, Zone 3 WEST Across Cedar Ave — Bank of America Comprehensive Plan C -Commercial Zoning/Land Use RB -Retail Business Development Project Review Comprehensive Plan: The Comprehensive Plan guides the development of the site for "C" (Commercial) uses. The vision for northeast quadrant of Cedar Avenue and County Road 42 has historically been primarily professional office uses with very limited retail uses. A restaurant is consistent with the C designation. Zoning: The property is zoned PD -290, Zone 1, which allows limited business uses including professional offices, banks, civic centers, nursing homes and limited retail. A Class I (full service) restaurant is a permitted use in Zone 1. The property owners wish to amend the PD zoning to allow two drive-thru lanes in connection with a Class I restaurant. They also request the following reduced building and parking setbacks: Setback Type Street (Street Type) Min. Setback Req'd Proposed Setback Notes Building Setback Cedar Ave (Principle Art.) 40' 26' Due to corner monument easements Parking Setback Cedar Ave (Principle Art.) 20' 0' For drive-thru lane. Due to corner monument easements. Parking Setback 147th St (Public St.) 20' 4' Drive-thru lane Parking Setback Glazier Ave 20' 10' Class I Restaurant with Drive-thru: The petitioners seek an amendment to the zoning to allow a drive-thru for a Class I restaurant. At this time, drive-thrus are only permitted for Class II Fast Food, and Class III Neighborhood Restaurants. Restaurant formats continue to evolve and adapt to meet consumer demand. Staff is concerned that the language of the PD would need to be carefully crafted to not open the door for all fast food restaurants. The characteristics of a typical fast food restaurant, including high traffic, odors from deep fat fryers, and noisy drive-thru lanes, would not be desirable for this prominent comer. Preliminary Plat: The property is currently platted. No platting of the property is proposed in connection with this project. Site Plan: The existing access on the northwest comer of the site abutting 147th Street will be removed. On Glazier Ave, two access points are proposed: a right -in only access and a full access with two painted exiting arrows to promote exiting to the south. The 9,000 sq. ft. building is proposed to be located on the northwest comer of the site with the double drive-thru lanes wrapping around the north and west sides of the building. A total of 97 parking spaces are provided on the site. At 201 indoor seats and 28 outdoor seats, a total of 84 parking spaces would be required. The garbage enclosure is shown directly east of the building. It appears that the north side of the building abutting 147th Street will serve as the rear of the building or "back of house" for the restaurant. Staff would like the dumpster enclosure to be moved. Adjacent intersection impacts: See Street Classification/Circulation. Easement encroachments: See Landscape Plan. Grading Plan: The grading plan was reviewed by the City Engineer and his memo is attached to the staff report. The site is proposed to be scraped, but no significant changes to the site elevations are proposed. The final grading plan is subject to review and approval of the City Engineer at the time of issuance of the building permit. Elevation Drawings: The exterior building materials are proposed to be precast panels, thin brick inserts, and hardi-plank lap siding. The building is 30' tall which meets the maximum height requirement of 30'. The north elevation of the building is considered "rear" of the building and faces 147th Street W. All four sides of a building are required to have equally attractive elevations. Additional work should be done with the design of the north elevation to comply with the code requirements. Landscape Plan: The value of the landscape planting must meet or exceed 2-1/2% of the value of the construction of the building based on Means Construction Data. The petitioners have provided a preliminary calculation of a landscape budget of $44,955. A nursery bid list will be required at the time of application of the building permit that confirms that the value of the landscape plantings meet or exceed the 2-1/2% requirement. Hardscape, such as edging and rock, and sod do not count towards the landscape budget. The petitioners propose to encroach into the County's Trail Drainage and Utility (TDU) easement at the northwest comer of the lot and along Cedar Avenue. The two drive-thru lanes and 12 parking spaces encroach into the easement. Dakota County obtained the easements in order to create a signature entry way monument feature on this corner. The petitioners propose to not impact the sign, but to rearrange the plantings behind the sign to fit their site plan. Dakota County staff state that federal funds were used to obtain the easements in connection with the Cedar Avenue reconstruction project. Reworking the established easements is a very difficult process. Dakota County staff states that no encroachment should be allowed into the easements. Availability of Municipal Utilities: Utilities are available at the site. No extension of utilities is needed to serve this development; only connections to existing service lines will be needed. Domestic and fire water service lines will be required to be split outside the building. Street Classifications/Accesses/Circulation: • Cedar Avenue (Principal Arterial Street) — 90' half right-of-way with additional right-of- way easements obtained for community entry monuments at Cedar and 147th Street. No access permitted or proposed. • 147th Street West (Minor Community Collector) — 40' half right-of-way. The existing drive access onto 147th Street will be closed in connection with this development. • Glazier Avenue (Local) — 30' half right-of-way. The petitioner conducted a traffic study which has been reviewed by the City Engineer. The restaurant is expected to generate 412 driveway trips during the mid-day peak and 198 driveway trips in the evening PM peak. The redevelopment's potential impact on adjacent intersections including Cedar Ave/147th Street intersection, and the 147th Street/Glazier Ave intersection is a significant issue that is being analyzed in connection with this project. Levels of Service (LOS) ratings are used by traffic engineers to analyze intersection operations and range from A to F with A being the best and F being the worst level of operation. Today, traffic levels operate at a level C at Cedar Ave/147th and C at 147th/Glazier during the PM peak. The study reviewed conditions after redeveloping the site and then examined future conditions in 2030. After the redevelopment is completed, the LOS in 2018 is expected to be C in both the PM peak and mid-day peak for Cedar/147th Street. Northbound lefts at 147th Street and Glazier decline to a LOS D in both the mid-day and PM peak. By 2030 the Cedar Ave/147th Street intersection is operating at a C in the mid-day peak and E in the PM peak, while the left turns northbound on 147th/Glazier are operating at a C in the mid-day and D in the PM peak. Level of Service (LOS) Analysis Existing Conditions 2018 After 2018 Redevelopment 2030 Mid -Day PM Peak Mid -Day PM Peak Mid -Day PM Peak th Cedar Ave/ 147 St C C C C C E th 147 St/ Glazier Ave (NB Left) C C D D C D Source: Kimley-Horn Study, June 20, 2017 Pedestrian Access: A pedestrian connection is provided through the site from Cedar Avenue to the front of the building (south side) and continues east out of Glazier Ave. The City Engineer would like to see an extension of a landscape island to provide a pedestrian refuge in the center of the site. A sidewalk connection would also be provided from 147th Street to the east side of the building. Public Safety Issues: None identified. Recreation Issues: None identified. Signs: No sign approvals are given at this time. No signs may be installed prior to the issuance of a permit. A separate sign permit must be obtained prior to the installation of any signs on the site or the building. The preliminary sign plans show the use of a pre -order board. No pre -order boards are permitted. With two drive-thru lanes, two menu boards are allowed. Public Hearing Comments: To be taken. UPPER 146 H f, e C gri 111 INS w U 0 z w 0 C 147TH ST W C c • 411.111Q 0 z 148TH ST W 149TH ST W c DR z J U 0 z z w 0 c FRONTAGE RD c Ala•Y_1.._VAZ 0 U MD iiiiGLAZIER AVE RYAN REAL ESTATE REDEVELOPMENT COMPREHENSIVE PLAN MAP 7F-.,.5-0, v,.."-. a -cal 41. 1 wiNal k11-:matirforwri, fi;-M0s -Wilk 1W1,91/44141% ��0. 11 _sArifakylifi I■w.VI _itralx.pi Arl mokwill :� Ji , t.t.. 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V U OWNER / DEVELOPER �o V Et, wg w =a>z, a 1 JJw a ■ J D Z tea° z gzw o Z W d z Y °O NW M N aH rn W Vj • <78• y, m Z W 2 W W QZji2 zw a�a� Ur J w W `1 O ticil U) H z U F Z VJ w 0 z wpcL,6 — LLOZ `LO 6^^P'1OOHS 1]/\00 O'00\S}aaySuold\Qy0\u6isa0 c\any Put, y}Ltil — lddd\S31113d021d HONld1\A O1 OMl\ N 31VO SNOISIA3,1 •ON LL/go/co M3IA3, ,110 2,10J G.SSI M WEI L/oz/go M31A3,1 A110 ,10] mns, M WEI L/Lo/to S1N31,11N00 A110 SS.CCV 01 'A. IA100 NHOH-ATI WIN WAAA L6,4,49-1,9 31\10Hd 4l. Invd auns .1S3AA 311N3AV A11.13AINC1 ONI ..IVIOOSSV ONV NHOH-ATIVIIN L 1.1.10HOClwD1 ),IVNIVV1-121d NW'. AEI a.aaHo ev'm,r, A0 NIAkecla M,‘,8 CENDIS30 NMOHS mvas 1.0Z/L 0/L0 31VG OC L• V900174109 I. 103CONd NV -Id 31IS NH `A311VA 31ddV S311213dOlid 1-1,Unvi C) 0 PROPOSED RB AN GUTTER SITE LEGEND EXIST! G CU AND GUTTER BEGI B6 URB PROPOSE PARKING COUNT 2 2 0 0 a a_ L!J LYJ a_ <, SI5 (3 a s' RO OSED LA DSCAPE SETBACKS —'I _ --, , — #11;:/1://;;; 7° 1/ i----, —_----- ---, , ---- // # KEYNOTE LEGEND SITE PLAN NOTES NolionaLsNoo HOI ION - ),IVNI1A11-121d FER TO FINAL SURVEY ALTA PLAT FOR EXACT LOT AND PROPERTY BO DARY 14. ALL AREAS AFRE ROUNDED TO THE NEAREST SQUARE FOOT. g Lu'LA LL <-1IPA°Hkg LLY, HOHi WHILTULN ac<De@eeec'ec) e0_00 0 ;e@e(Deeee,o,u, ;14-Ske I"- 'NbA4\ Ns -0W 1 igt995DAA Ts ,810'g- 1\ IN 1•••l V V V 111 0 ]111\1]A V V G]0 £1. 80 .ON 705— ° "z"z ,L1 itZ3igc, (EZ 'ON 'H'V'S'0) 31-11\0AV HVCI30 'ON MO el. 1113113SV3 AVMHOIN ONV 'OAN '02 'ON dVII AVM—AO—LINO. OValt,L, .1N AVM—J0-1,101,1 OV021 AIN VIOAVO ONV ON 0,0003 .oN '900 1N31/13SVA A1111,, 30VNIV21.afrTZ1 wc12-17 :L — L LOZ 'L0 Alnr 6^^1,NVid 0LIS 0'20\ (=IVO\ 1-16!s0 »V ,DP.0 Put, /1 [0 — > Idd0\S31113,101d HoNnei\ 0001 /1/1 :)/ A8 31VO SNOISIA3,1 •ON 1,8 LL/go/co M31A3, ,110 2,103 43NSS1 MW8 L/oz/90 M31A3,1A110?103a ns, MW8 LL/Lo/to S1N31,11N00 A110 SS.CCV 01 'A. WOON2JOH-A3-1W1,1 MMM L66b-9b9,9 31\10Hd b66SS NW Invd 1S'N8£, 311f1S 1S3M 311N3AV AlIS,13AINf1 099, ONI 'SaLVIOOSSV ONV N,10H-A3lWI,1 L 60Z OO UJOH ((< AIw!M Ac IVNIWI13Jd M8'. AEI a.oaHa 8V'M3'f 8 A8 NMVUO M,O8 AS a3NDIS3O NMOHS SV mvas LOZ/LO/Lo 31V0 0C L' V900174109 L 1031'02id VH)I NV -Id 3DVNI`dba aN`d JNIaV 1D NW `A311VA 31ddV S3I1213dO21d H)unV7 o z � 0 0 z w J } 11� a N 11� I I PROPOSED MANHOLE PROPOSED CATCH BASIN 1 PROPOSED STORM SEWER A PROPOSED SPOT ELEVATION Z J O w J LL W � � W O O (n } Z W O C7 d � � w m• mI � O O mI � � mt � � � N W d d W J PROPOSED STORMTECH SYSTEM GRADING PLAN NOTES i O a a li-9 1!1L:°'D ��;U IN O<a F- W ap z ¢¢WFW i WW U c M ZQ O m ��a 11 d ZA- FOU~ ¢m F �!=! a rA WmmrawQ 110 Oo 3a0 ,u�0, Lir, w¢¢aw¢cO7N'ov GmzFLLw ti - 'M Dd wLL=a ! a ri 1! Ngw'Q > mo',1.'', owaaa�waw o¢oz , ieu vm[� (n V oo jmawa V y V¢ ¢z mxxaOaaU lin ¢W ZY (~/J 0'�d U'Q m¢vai a1 . 1 R SHALL BE RESPONSIBLE FOR ALL HORIZONTAL AND VERTICAL CONTROL. Q ¢ Z w o U(9 E H 00 W Z � O L1J U � Q � Q' 2 Q � W V wQ OF 4" CLASS 5 AGGREGATE BASE UNDER CURB AND GUTTER AND 14. ALL SPOT ELEVATIONS/CONTOURS ARE TO GUTTER / FLOW LINE UNLESS OTHERWISE O a U a J Z Q O W¢¢ Z U U 11,'Ofn � m Z Z Q F m Q O � p Q 0_ W ltpWm C7 U � N m U W�� J F Q U � Q Z O m J m Z m� W o��¢�uia��n Z U O N O U? O Q m zQ W?m�oVO L W>N F W Q Q J m F z W J Q V W Z¢ U Q �ZNUYI �,�W¢o ij ¢m �oaa O Y a O p •1 L,'!), ! W Z O Z O F U D m (7 F Q � U Q¢ J J m W m 7 L �4a wz U'Qww�OWZOQ �w h'<§) CURVE NUMBER SUMMARY 0b o \ \ o Loi a \ In r a w a PROPOSED SITE ',!(`D)2 N � Z ¢a � V d Q O W ! F W Z zxQ wa a O O aN� Fa w¢� z w 0 w a p W W N m rrF w¢z Z W w w a m F U C7 � F F ¢ N U F O j Z s 04,- •` nr) Lc, • NOIIOflHISNOO c 103 _ON - ))HVNIWI131d W J a Z � oa � O a W J � W C'J Z � Z � � W J � W d Z W J � Q J OO LCL LCL W C7 G_ = 5 U W W J U >[0 Ov O � O a Q U W � E O DRAINAGE SCHEDULE �o ;w � F Z F w m u~i ¢ Z � z a'' Z � W � Z � z a'' Z � W � z a'' = m w m' Z � W � z � Z � W � z � 3E, Z � z a'' Z � W � z � F Q j Z 0 M` W - 91,631 e9 S,s.HN 1 I�I of r v LLl w K - LA O L Q l 2 2 LL w _ ' W, SCF-.,,,,� � lf) _ ]nN]AV i'b0]0 V S'Sb6 31 Z bS6�3?J AVMOV021 S1oNIA,118 OS631 6£56321 a�ti�n�i coo�U�o W �a�rna�rnrnN�a� L j= W H H W W ti X Z UU W»a�U`V =`°�zzaulaoa w U} w w� a 0 w `6�cnza O�aw W Oa �rnw (CZ 'ON 'H•v'S'o) 31nN3Av Hvoeo [=7:)1 o o � M OU .43-17 :L - LLOZ 'LO AInf 6n^P'NV1d 30VNIV/C CNV ONO,' CVO\u6/ /J /\any Puo y}Ltil - lddd\S311N3dO/d HoNfld1\0101 0/Ml\:N A8 31VO SNOISIA3?3 • ON 1,8 L/80/c0 M31A3, 1.110 2,103 G.SS1 MW8 L/oz/90 M31n3,1 A110 ?103 mnSS1 MW8 L L/Lo/Lo S1N31AIW00 A110 SS.CCV 01 'A. WOONHOH-ATI WIN MMM L614S49-199 3NOHd 41199 N W Invd 1S 'N8£Z auras '1S3M 311N3AV AlISH3AINf1 0992 ONI 'S3lVIOOSSV OM/ NHOH-ATI VIIN L10Z OO UJOH (((AIw!M il2�VNIW112 d M8'. AEI a.a3Ha 8b'M3'�8 A8 NMb. M3'f'8 Aa a3N�isaa NMOHS SV Sivas LOZ/LO/Lo 31V0 0C L' L.900bCL09 L 1031'0,1d VH)I NV -Id k11 l 11 n NW `A311VA 31ddV S3I1213dO21d H)unV7 ❑ ❑ ❑ ❑D ❑ ❑ 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 D' L G' 0_ G' D' G' 0' D' rZ rZ rZ d rZ rZ rZ rZ rZ a rZ rZ 0 z W 0 ■ EN O S—♦A ? o z w �? > m� m =wQ Wz w ¢ =Lrr¢m z = o L. 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ALL SANITARY SEWER LINES SHALL BE INSULATED IF 7' OF COVER CANNOT BE PROVIDED. NOIIOn2�1SNOO 1(:)d _ON - ))HVNI1A11-12 1d a w w d N Z acn- z waz_ Z_ W � N rr¢ c�> w a U (7 � F rr N F a O U O O O O O O CONNECT TO EXISTING STUB ;40 19b6 3l O bS63a 71. en -d 1 E-9195nnn otos,nn'8—.wpclnnd nNvunVnu011MOon 1�. on—woo on—woo on—woo on—won-_ _on—woo -tip — ] W a ° /°�`--°----°- — �`Jn-Wn7 -moi ° _ ° Jig_____________ --7-----''' _ '� �/` �� O °1' -GAS '''',,s' oP UG° Po UGa P -UG ��P UG w F�bG-° ° ° ° 0_ GAS ° ° ° ° ° GAC AG ° m wo= = I --- - - ° °GA ° Cad > W U ° - _- - - —')__-_° - ° iL,Ti ZS8b6:31°_ _�-_- 7 W Z Q z p p � Z'bS6�32i m rr W o m F Hw zV O Z I U O U GAS GAS nnnnnb nbnnn (£Z 'ON 'H•b''S'O) 3fN3AV HVCI30 6',7663: -UG GAS ,AS am IeC udet,:L - LLOz 'LO AInI' 6n^p•NV1d k 1l/ O•SO\s1aa/Suold\aVO\u6/saa Pth,y}L/L - HoNfV1\A]a1 DMl\:)i W00'NHOH-A3l WIN'MMM L614S49-199 3N0Hd 41199 N W Invd 1S 'N8£Z auras 1S3M 311N3nV AlISH3nINf1 0992 ONI 'S3lVIOOSSV OM/ NHOH-ATI VIIN L10Z OO UJOH (((AIw!M AIVNIWI12 d Nor A8 0310.0 JHN A8 NAAVUO A8 °ENID'S. NMOHS SV MVNS LLOZ/LO/LO 31V0 6'800,L09l 1031'02id VH)I NV1d 2dVOSdNV1 NW `A311VA 31ddV S3I1213dO21d H)unV7 8 z � L()] LANDSCAPE REQUIREMENTS PROPOSED a W W � m � m 2 , W U ui m N , REQUIRED , Z W U o CODE 11')!A (n J=l W H pUp¢= W J ❑ W❑ z � 0w U QQ ¢ W H W m ❑ z�Z� mmQ~O JJ W WS J J— L L u1u=1w a' ❑❑pmJ 1 0_JmQN¢ a¢d nrilj ¢� W LI %U w JH W (q w 11-oc 1)) � Z m�O�� (J�H�z z U` az UD c291 Zip ¢ LI �O¢ 0_ W Z J U!Q¢vOw0]W rndLi JZ ~mm IL'i 1°1 d J¢ w ma� �CO¢ ¢ZOO S Y C O oaz� ink¢da( am �¢ W 0= �U nj:2LA !In �HHIn o�G�' w S¢z�zp zZir>¢ H ��¢z zwJWQCOOOz � W . W =� ~� QO W O LL � aw W}} 1Lc ZzowUO W Q W¢ ❑ W �S PLANT SCHEDULE U O M U O O U m m m m m m m m AUTUMN BRILLIANCE' SERVICEBERRY 0_ LIMEGLOW JUNIPER PAVEMENT ROSE GOLDMOUND SPIREA AMELANCHIER X GRANDIFLORA'AUTUMN BRILLIANCE ACER MIYABEI'MORTON' TM CELTIS OCCIDENTALIS ULMUS AMERICANA 'VALLEY FORGE' BOTANICAL NAME HYDRANGEA ARBORESCENS'ANNABELLE JUNIPERUS HORIZONTAL'S'LIMEGLOW ROSA RUGOSA'FOXI PAVEMENT' SPIRAEA JAPONICA'GOLDMOUND' } O C7 U O U O U O OD U O O U O U O U O U O U O U STELLA SUPREME DAY LY PURPLE D' ORO DAYLILY BOTANICAL NAME HEMEROCALLIS X 'STELLA SUPREME' HEMEROCALLIS X'PURPLE D' ORO HEMEROCALLIS X'RUBY STELLA NEPETA X FAASSENII'WALKERS LOW } O ti ❑ U 0 z 0 j LANDSCAPE NOTES NOIIOf HISNOO cJOd _ON - �12�b'NIWI�d2�d ao U N U = O C.7 1 ❑¢U¢W�S�u=J�W�Qa1uU�m¢J¢J=JzZ�¢1�=J==��-OzIw�¢�0_ mU�OO�W�0¢ QWd��a' o��❑HJd¢Z��ZOZCz¢CwOO �¢�o?d�az¢Jd¢ �H¢wH�¢��WQUW>aawmuz❑�mrJJ¢Cmpo1O'11 z�j¢�p¢�0�wm mG��¢Ja❑madWZpU�z�_ ¢aWoHw7�O0W��_ zW�ZO~JzzQN��'W~w=�� Gwa¢UN�az=~z¢z' �w�w0W�Z(0uazO❑❑¢�_''_1 z=>WU¢W�Z�zzQa�w��¢z �pzw�=p ¢�mOZpJJWZmUJ�zw� dQO�a¢ooW�WU��'��ZO❑p(0¢WUa�W=UJ�❑��=}n wUmO� �_�❑=wmw❑�zO J� =�>�Oz=~UwQZ�zg=(¢Un` =� p CWz¢pWO0a�pWWZ`J_WQmJ=m=~mS O paWz jE31 J �=WcWw� zWda❑Qmw �m❑;¢ mWO=❑on zw1 =m =¢¢Y❑H W Oz OZ UQz W�❑5 II I wmq0zzzzp 11111 h!) ill :I :1 Om~ 111111 1:1 0Uww�pJH 141 dm Mil, 1 w0¢OPh 1—~ z¢a~OZQU❑¢z- LLI U¢�0JmQawmO�¢zO m � �❑ v u1 v❑ v (n v ❑ LupLL:6 — LLOZ `L0 Llnf 6n^P NV1d 3d00S0Nd1 0 1\s}88NSuo1d\000\u6isa0 N\eny ,o1,80 pup 61-Ltil — A8IIDA 8Iddd\S3IIN3dONd HON001\A001 ONIIVN W00'NHOH-A3l WIN'MMM L614S49-199 3N0Hd 41199 NIN Invd 1S'N8£Z auras '1S3M 311N3nV AlISH3nINf1 0992 ONI 'S3IVIOOSSV OM/ NHOH-ATI VIIN L10Z OO UJOH (((AIw!M AIVNIW112 d A -IS AEI 0310.0 JHN A8 NMVS0 All A8 °END'S. 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Anderson, City Engineer DATE: July 12, 2017 SUBJECT: Ryan Real Estate Redevelopment at 147th and Cedar Avenue Kathy, The following are comments regarding the Ryan Real Estate Redevelopment Preliminary Plans dated June 21, 2017 and revised July 07, 2017. Please include these items as conditions to approval. General 1. All work and infrastructure within public easements or right of way shall be to City standards. 2. Provide a narrative of how the buildings will be constructed and any impacts. The narrative shall include the following: a. Shoring (if applicable) b. Material Storage. c. Haul routes to and from the site. d. Phasing e. Construction parking 3. A Public Improvement project will be required for the recommended transportation/traffic improvements on 147th Street and Glazier Avenue. See additional memo from SRF regarding the review of the traffic study as provided by applicant. a. The recommended improvements include: i. Converting the intersection of 147th Street SW & Glazier Avenue (south) to a 3/4 access intersection where the NB left tum movement is prohibited. ii. Reconfigure Glazier Avenue at 147th with raised median and striping to provide only one approach lane (right tum lane). iii. Construct a roundabout at the intersection of 147th street SW and Glazier Avenue (north) iv. Construct a raised concrete median between Cedar Avenue and Glazier Avenue (south) along 147th street. This would prohibit all left turn movements in and out of the Applebee's driveway access. 4. Encroachment into the Trail Drainage and Utility (TDU) easements along 147th Street and Cedar Avenue will require the applicant to reimburse Dakota County at current market value or acquired easement costs paid whichever is greater due to the use of federal funds for the easement acquisition, landscaping and irrigation. A federal fund repayment process would be required for any encroachment. 5. An underground infiltration system construction and maintenance agreement will be required as part of the development agreement. 6. Additional Road Easement and/or ROW would be required in the NE corner of site to accommodate public roadway improvements as recommended on 147th. 7. Additional review by Dakota County Transportation may be required. Permits 8. Provide a copy of the executed Minnesota Department of Health, Minnesota Pollution Control Agency, Met Council, Department of Labor and Industry and any other required permits. 9. A right of way permit will be required for all work within public easements or right of way. 10. A Natural Resource Management Permit (NRMP) will be required prior to any land disturbing activity commences. Site 11. Provide additional dimensions on site plan indicating radiuses, drive lane widths, etc... 12. Provide setback lines on site plan. 13. Site plan should show site line triangles at access entrances as well as on the landscape plan. 14. Provide additional drawing showing Auto tum turning movements to verify site circulation and layout requirements for planned vehicle usage to be used onsite. Please indicate (or show vehicle) stacking distances on the plan as circulation indicates potential for vehicles to back up onto public roadways at exit and entrance access' to the site. Show truck movement with Auto turn entering site to ensure emergency and service vehicle can maneuver within the site. 15. Auto turn drawing should include review of prohibited NB left turn at north RI access driveway to site. Driveway alignment may need to be adjusted to ensure right in access only. 16. A commercial driveway entrance is required at all access points to public roadways per AV Plate No. STR-4 or STR-5. Standard city plates should be referenced on plans. 17. It is recommended to extend the center curb island further south to the east of the building so pedestrian cross walk entering the site from Glazier has a refuge island and pedestrians are not walking in the vehicle drive lane to reach the building. 18. An existing sidewalk currently exists connecting to the property to the south. No future connection is shown on the plans. Please clarify is sidewalk is to remain or be removed. 19. Employee parking spaces should have signs indicating designated usage. 20. Curb ramp as shown near trash enclosure should be relocated or the adjacent parking stall should be striped for no parking to allow access to the pedestrian ramp. 21. A streetscape plan will be required for restoration of public sidewalk, fence, and street lights along 147th street where the existing driveway access is to be abandoned. 22. Encroachment areas should be clearly defined and areas of disturbance of the TDU easement indicated on the plans Grading, Drainage and Erosion Control 23. Final Grading Plans shall be reviewed and approved by City Engineer. 24. Final Storm water Management Plan shall be reviewed and approved by City Engineer. 25. The applicant shall submit a copy of the General Storm Water Permit approval from the Minnesota Pollution Control Agency pursuant to Minnesota Rules 7100.1000 — 7100.1100 regarding the state NPDES Permit prior to commencement of grading activity. 26. Erosion control measures shall be installed prior to beginning grading operations. 27. A construction entrance shall be provided at all proposed entrances to be utilized for erosion control purposes. Construction access would only be allowed off Glazier Avenue. 28. Street sweeping shall be performed as necessary to address material tracking from the site. 29. Lowest floor levels shall be 1.0' above the EOF. The FFE is indicated at 956.25 and EOF of parking lot is indicated at 955.22 and 955.29. 30. Several areas in the parking lot are shown to be graded less than desirable 2% cross slope. Less than 2% cross slope on asphalt has potential for "bird baths" and ponding water. Sanitary Sewer, Water Main and Storm Sewer 31. Final locations and sizes of Sanitary & Storm Sewer and Water main shall be reviewed with the final construction plans and approved by City Engineer. 32. Domestic water and Fire service shall be split outside the building and the valves shall be located 1.5 times the height of the building away from the building or placed in location readily accessible per City of Apple Valley standard detail plate SER -6. 33. Sanitary sewer must meet Department of Labor and Industry required slopes of 2%. 34. Identify if site will be irrigated. Irrigation service shall be per City of Apple Valley standard detail plate SER -4 and be clearly shown on the plans. 35. Provide details of the proposed Storm Tech system on the plans. Utility plans should clearly show Storm tech layout to ensure light poles and other obstructions are not in conflict. 36. Provide soil borings at proposed infiltration system prior to approval. This area is currently under asphalt and additional scarification or correction may be necessary for infiltration basin to properly function. Landcape and Natural Resources 1. No demo plan was provided, if any trees are to remain along Glazier Avenue a tree preservation plan should identify the drip line and protected throughout construction. Plans should clearly identify the removals. 2. Landscape plan should clearly indicate drainage and utility easements and property line. 3. No major tree plantings shall be located over any underground utilities. Clusters of trees shall be used near or around these areas instead of planting in a row. The Drainage and Utility Easement will require clearance around the underground utilities, or the expectation that trees may have to be removed for access when needed. 4. The 13 existing elm trees in public right-of-way along Cedar Avenue and 147th Street W shall not be impacted by construction, parking, or deliveries. If damaged a 2.5" caliper replacement shall be required in addition to the proposed re-plantings on the property. The City shall be notified of damage as soon as it occurs and to have a replacement species approved. 5. The proposed 8 hackberry trees along Cedar Avenue will likely be in conflict with the 13 existing elms over time. 6. Landscape plan should clearly indicate drainage and utility easements and property line. No major tree plantings shall be located over any underground utilities. Clusters of trees shall be used near or around these areas instead of planting in a row. The Drainage and Utility Easement will require clearance around the underground utilities, or the expectation that trees may have to be removed for access when needed. 7. Diversify tree planting palate — of 38 replacement trees, 16 are proposed to be one variety. 8. No plantings shall create sight distance issues at entrances, exits, or intersections. City of Apple11 MEMO Building Inspections TO: Kathy Bodmer, Planner FROM: Ryan Smith, Building Inspector DATE: June 28th, 2017 SUBJECT: Ryan Real Estate 14750 Cedar Avenue • Separate sign permits are required. • SAC determination is required from Met Council prior to permit issuance from the city. • Submit plans to the Department of Health if food is being served prior to permit issuance from the city. • A separate sewer and water permit is required prior to connection from the city services to the building. The State of Minnesota Plumbing Division is required to review the water and sewer utilities. The City of Apple Valley will issue the permit. • Geotechnical report boring log and Special Inspector Agreement is required prior to permit and soil corrections on site. • Per MSBC 2015 1303.1500 Subpart 1 requires recycling space in accordance with Table 1- A on plans issued for permit. Concept 1 does not appear to have any trash or recycling area. • A separate demolition permit is required prior to removal of the existing building. The demolition permit application must include a copy of the EPA inspectors' report, a copy of notification of intent to perform a demolition, a site plan showing building to be removed and the location of sewer and water services to the buildings. Kimley»> Horn MEMORANDUM Date: June 20, 2017 To: Brandon Anderson, P.E. City Engineer — Apple Valley From: Douglas Arnold, P.E. Kimley-Horn and Associates, Inc. Subject: Redevelopment Site — Cedar Avenue at 147th Street Traffic Impact Study Executive Summary Launch Properties is proposing to redevelop an existing office building located on the southeast corner of Cedar Avenue and 147th Street in Apple Valley, MN. The existing building provides general office use. The redevelopment will include a +/- 9,000 square foot restaurant with a drive-through. The proposed use is anticipated to generate 412 driveway trips during the Mid -Day peak hour and 198 driveway trips during the PM peak hour, which is based on information provided by the restaurant operator. Access is proposed to be located along 147th Street, with a right -in only driveway located 170 feet south of 147th Street and a full access driveway located 280 feet south of 147th Street. As part of the redevelopment, the property owner has offered to close the existing driveway access on 147th Street. Based on discussion with City staff, a traffic impact analysis was performed to quantify operating conditions of adjacent intersections for Existing Conditions (2017), Build Conditions (2018), and Horizon Year Conditions (2030). The analysis focused on level of service and delay at the intersections of Cedar Avenue & 147th Street and 147th Street & Glazier Avenue during the weekday PM peak period, as well as vehicle queueing during the weekday Mid -Day and PM peak hours at Cedar Avenue & 147th Street and 147th Street & Glazier Avenue. Following provides a summary of the recommended improvements for the 2018 Build -Out Year: • The existing driveway connection of 147th Street should be abandoned. • Restripe the northbound left -turn lane at 147th Street & Glazier Avenue to provide 240 feet of storage and a 50 -foot taper. • Restripe the westbound left -turn lane at Cedar Avenue & Glazier Avenue to provide 230 feet of storage and a 50 -foot taper. 1 Kimley»> Horn Following provides a summary of the recommended improvements for the 2030 Horizon Year: • Convert the intersection of 147th Street SW & Glazier Avenue (South) to a % access intersection, where the northbound left -turn movement is prohibited. • Reconfigure the NB approach at 147th Street SW & Glazier Avenue (South) to provide only one approach lane (right -turn lane). • Construct a roundabout at the intersection of 147th Street SW & Glazier Avenue (North). • Construct a raised concrete median between Cedar Avenue and Glazier Avenue along 147th Street W. 2 Kimley»> Horn Introduction Launch Properties is proposing to redevelop a site located on the southeast corner of the intersection of Cedar Avenue (CSAH 23) and 147th Street in Apple Valley, Dakota County, Minnesota. The site is +/- 2 acres and is currently occupied by an office building with multiple tenants. The site is planned to be redeveloped to accommodate a +/- 9,000 -square foot restaurant with a drive-thru. As part of the development process, a traffic impact study has been requested by City staff to quantify any impacts the proposed redevelopment will have on the adjacent intersections. Existing Conditions The proposed redevelopment site has frontage on three public roadways; Cedar Avenue, 147th Street and Glazier Avenue, with driveways along 147th Street and Glazier Avenue. Following provides more information on the adjacent roadways: • Cedar Avenue is a north -south divided highway with three lanes in each direction. At its intersection with 147th Street, left turn lanes are provided on all four approaches and right turn lanes are provided on three of the four approaches (excluding EB). The speed limit is 45 miles per hour. • 147th Street is an east -west undivided roadway with two lanes in each direction and a posted speed limit of 30 miles per hour. At its intersection with Cedar Avenue, there are dedicated left -turn lanes in each direction, as well as a dedicated westbound right -turn lane. • Glazier Avenue is a two lane north -south undivided roadway adjacent to the proposed site on the east side. At its intersection with 147th Street, dedicated lanes are provided for left - turn and right -turn movements. The intersection of Cedar Avenue and 147th Street and the intersection of 147th Street and Glazier Avenue will be included as study intersections. Existing lane geometry and intersection control is provided in Exhibit 1 in Appendix 1. Peak period turning movement counts were collected at the study intersections on Tuesday, February 21, 2017. Exhibit 2 in Appendix 1 provides a summary of the AM and PM peak hour turning movement counts. It should be noted that the traffic volumes reported for the Mid -Day peak hour at the intersection of Cedar Avenue & 147th Street are from counts performed in 2014. Proposed Development The proposed site will be a 9,000 -square foot restaurant with a drive-thru. The concept plan calls for the closure of the current site full access driveway on 147th Street, with proposed access to the site provided by one right -in -right -out driveway and one full access driveway along Glazier Avenue spaced approximately 100 feet apart. The site is anticipated to be open for business in 2018. Site Trip Generation The proposed restaurant is a unique restaurant so the trip generation was based on trip data from existing restaurant locations. A traffic study completed by KLOA in 2014, reviewed four existing restaurant locations and based on the traffic at those locations summarized a trip generation for a 3 Kimley»> Horn new restaurant. It is anticipated that the proposed restaurant will have approximately 80% of the traffic when compared to the trip generation provided in the traffic study due to the smaller restaurant size and a market assessment of the proposed restaurant. Trip generation for the proposed restaurant was adjusted to be 80% of the locations previously studied. The KLOA report can be found in Appendix 2. A pass -by reduction was included in the trip generation. Pass -by traffic was assumed to be 50% and was assumed to be from Cedar Avenue. Table 1 shows the trip generation for the proposed site. In the Mid -Day peak hour, the site will generate 412 trips (206 in and 206 out) and in the PM peak hour it will generate 198 trips (99 in and 99 out). It should be noted that the site currently generates traffic; however, to provide a conservative estimate, the existing traffic was not reduced from the trip generation potential of the restaurant. Table 1. Trip Generation Land Use Description ITE Intensity / Units Mid -Day Peak Hour PM Peak Hour In Out Total In Out Total Restaurant with9,000 Drive -Through -- Square Feet 206 206 412 99 99 198 TOTAL EXTERNAL TRIPS 206 206 412 99 99 198 Peak Hour Pass -by (50%) 102 102 204 50 50 100 TOTAL NET NEW TRIPS 104 104 208 49 49 98 Trip Distribution and Assignment The directional distribution was based on the current traffic patterns in the area, the location of the proposed site access, and the anticipated routes that will provide site users with the fastest and most convenient path to and from the site. The estimated trip distribution for the site -generated traffic is illustrated in Exhibit 3 in Appendix 1. All pass -by traffic is assumed to be from Cedar Avenue. Site distribution is listed below: ▪ To/from the north on Cedar Avenue — 35% ▪ To/from the south on Cedar Avenue — 30% ▪ To/from the east on 147th Street — 10% ▪ To/from the west on 147th Street — 15% ▪ To/from the south on Glazier Avenue — 10% In accordance with the estimated site trip generation and distribution, weekday Mid -Day and PM peak hour site traffic volumes were assigned to each of the study intersections. The resulting trip assignment is presented in Exhibit 4 in Appendix 1. 4 Kimley»> Horn Intersection Capacity Analysis A capacity analysis was performed at the study intersections to quantify existing operating conditions, as well as future conditions without and with traffic from the proposed redevelopment. Since the proposed redevelopment will not be open during the AM peak hour, the focus of the future conditions analysis was on the weekday Mid -Day and PM peak hours. Level of service (LOS) analysis was conducted for the Mid -Day and PM peak hours at both study intersections for existing conditions, Build -Out conditions and Horizon conditions. LOS is a quantitative measure used by traffic engineers to describe the operations of an intersection. It ranges from A to F, with A being the best and F being the worst level of operation. LOS A conditions are characterized by minimal vehicle delay and free-flow conditions, while LOS F is characterized by long vehicle delay — usually when demand exceeds available roadway capacity. Although LOS E is defined as at -capacity, LOS D is generally the minimum acceptable level of operation at an intersection. Each study intersection was analyzed based on the Highway Capacity Manual using Synchro/SimTraffic software. Existing (2017) Analysis A capacity analysis was performed to quantify existing operating conditions during the AM, Mid -Day, and PM peak hours at the study intersections. The analysis was based on signal timings provided by the Dakota County and the existing lane geometry. Synchro/SimTraffic was used to perform the capacity analysis. It should be noted that since the proposed development is not in operation during the AM peak hour, the capacity analysis is only provided for informational purposes and will not be performed for Build -Out or Horizon conditions. Table 2, Table 3, and Table 4 provide a summary of the AM, PM, and Mid -Day peak hour analysis, respectively. Based on the analysis, all intersections are currently operating at an acceptable LOS during the study time periods. The SimTraffic reports are attached in Appendix 3. Table 2. Existing Capacity Analysis Summary (AM Peak Hour) Intersection Approach / Movement Left Through Right Overall Intersection Delay (sec/veh) LOS Delay (sec/veh) LOS Delay (sec/veh) LOS Delay (sec/veh) LOS Cedar Avenue & 147th Street EB 34.0 C 38.0 D 12.4 B 19.5 B WB 35.6 D 38.6 D 11.3 B NB 51.0 D 20.6 C 6.0 A SB 46.1 D 9.4 A 2.5 A 147th Street & Glazier Avenue EB -- -- -- -- WB 4.8 A -- -- NB 8.7 A 2.7 A SB (1) "--" = not applicable (2) Darkened boxes = movement not available 5 Kimley»> Horn Table 3. Existing Capacity Analysis Summary (PM Peak Hour) Intersection Approach / Movement Left Through Right Overall Intersection Delay (sec/veh) LOS Delay (sec/veh) LOS Delay (sec/veh) LOS Delay (sec/veh) LOS Cedar Avenue & 147th Street EB 41.4 D 51.7 D 41.0 D 30.0 C WB 41.4 D 39.9 D 7.8 A NB 65.1 E 27.0 C 6.4 A SB 58.4 E 27.5 C 8.9 A 147th Street & Glazier Avenue EB -- -- -- -- -- -- WB 8.9 A -- -- NB 19.0 C 3.4 A SB (1) "--"= not applicable (2) Darkened boxes = movement not available Table 4. Existing Capacity Analysis Summary (Mid -Day Peak Hour) Intersection Approach / Movement Left Through Right Overall Intersection Delay (sec/veh) LOS Delay (sec/veh) LOS Delay (sec/veh) LOS Delay (sec/veh) LOS Cedar Avenue & 147th Street EB 41.3 D 49.3 D 33.8 C 26.4 C WB 41.9 D 47.8 D 6.8 A NB 61.6 E 23.5 C 5.8 A SB 55.7 E 16.8 B 3.4 A 147th Street & Glazier Avenue EB -- -- -- -- -- -- WB 5.8 A -- -- NB 13.4 B 3.7 A SB (1) "--" = not applicable (2) Darkened boxes = movement not available Build -Out Background (2018) Analysis The future conditions analysis was based on an expected opening year of 2018. Build -Out Background capacity analysis was performed at the study intersections to provide a basis of operations in the 2018 Build -Out year. Volumes used for the analysis are provided in Exhibit 5 in Appendix 1. Existing signal timings were used for this analysis. Table 5 and Table 6 provide a summary of the capacity analysis for the PM and Mid -Day peak hours, respectively. Based on the analysis, the intersection of Cedar Avenue & 147th Street is anticipated to operate at LOS C during the PM and Mid -Day peak hours. The northbound left -turn movement at the intersection of 147th Street & Glazier Avenue is anticipated to operate at LOS C for the PM and Mid - Day peak hours. SimTraffic reports are provided in Appendix 3. 6 Kimley»> Horn Table 5. Build -Out Background Capacity Analysis Summary (PM Peak Hour) Intersection Approach / Movement Left Through Right Overall Intersection Delay (sec/veh) LOS Delay (sec/veh) LOS Delay (sec/veh) LOS Delay (sec/veh) LOS Cedar Avenue & 147th Street EB 42.0 D 50.0 D 41.6 D 32.7 C WB 42.9 D 39.2 D 8.5 A NB 65.9 E 28.6 C 6.3 A SB 60.8 E 32.0 C 12.3 A 147th Street & Glazier Avenue EB -- -- -- -- -- -- WB 8.6 A -- -- NB 21.4 C 4.1 A SB (1) "--"= not applicable (2) Darkened boxes = movement not available Table 6. Build -Out Background Capacity Analysis Summary (Mid -Day Peak Hour) Intersection Approach / Movement Left Through Right Overall Intersection Delay (sec/veh) LOS Delay (sec/veh) LOS Delay (sec/veh) LOS Delay (sec/veh) LOS Cedar Avenue & 147th Street EB 42.6 D 50.1 D 34.1 D 26.7 C WB 40.8 D 49.6 D 7.2 A NB 65.1 E 23.7 C 6.0 A SB 59.0 E 16.5 C 3.8 A 147th Street & Glazier Avenue EB -- -- -- -- -- -- WB 5.8 A -- -- NB 14.4 C 3.8 A SB (1) "--"= not applicable (2) Darkened boxes = movement not available Build -Out Total (2018) Analysis Build -Out Total capacity analysis was performed at the study intersections to determine the operations once project traffic is added to the surrounding roadway network. Volumes used for the analysis are provided in Exhibit 6 in Appendix 1. Existing signal timings were used for this analysis. Table 7 and Table 8 provide a summary of the capacity analysis for the PM and Mid -Day peak hours, respectively. Based on the analysis, the intersection of Cedar Avenue & 147th Street is anticipated to operate at LOS C during the PM and Mid -Day peak hours, similar to Build -Out Background conditions. The northbound left -turn movement at the intersection of 147th Street & Glazier Avenue is anticipated to operate at LOS D for the PM and Mid -Day peak hours. SimTraffic reports are provided in Appendix 3. 7 Kimley»> Horn Table 7. Build -Out Total Capacity Analysis Summary (PM Peak Hour) Intersection Approach Left Through Right Overall Intersection Delay (sec/veh) LOS Delay (sec/veh) LOS Delay (sec/veh) LOS Delay (sec/veh) LOS Cedar Avenue & 147th Street EB 40.4 D 53.0 D 44.4 D 34.3 C WB 46.2 D 37.8 D 8.3 A NB 63.9 E 33.2 C 9.1 A SB 64.1 E 32.3 C 11.6 B 147th Street & Glazier Avenue EB -- -- -- -- WB 8.3 A -- -- NB 28.1 D 3.4 A SB (1) "--" = not applicable (2) Darkened boxes = movement not available Table 8. Build -Out Total Capacity Analysis Summary (Mid -Day Peak Hour) Intersection Approach Left Through Right Overall Intersection Delay (sec/veh) LOS Delay (sec/veh) LOS Delay (sec/veh) LOS Delay (sec/veh) LOS Cedar Avenue & 147th Street EB 41.1 D 52.0 D 42.8 D 30.9 C WB 56.5 E 44.5 D 7.9 A NB 65.9 E 30.8 C 10.4 B SB 61.5 E 18.6 C 4.4 A 147th Street & Glazier Avenue EB -- -- -- -- WB 8.3 A -- -- NB 33.2 D 3.2 A SB (1) "--"= not applicable (2) Darkened boxes = movement not available Horizon Background (2030) Analysis Horizon Background capacity analysis was performed at the study intersections to provide a basis of operations in the 2030 horizon year. Volumes used for the analysis are provided in Exhibit 7 in Appendix 1. Existing signal timings were used for this analysis. Table 9 and Table 10 provide a summary of the capacity analysis for the PM and Mid -Day peak hours, respectively. Based on the analysis, the intersection of Cedar Avenue & 147th Street is anticipated to operate at LOS E during the PM peak hour and LOS C during the Mid -Day peak hour. The northbound left -turn movement at the intersection of 147th Street & Glazier Avenue is anticipated to operate at LOS D for the PM peak hour and LOS C for the Mid -Day peak hour. SimTraffic reports are provided in Appendix 3. 8 Kimley»> Horn Table 9. Horizon Background Capacity Analysis Summary (PM Peak Hour) Intersection Approach Left Through Right Overall Intersection Delay (sec/veh) LOS Delay (sec/veh) LOS Delay (sec/veh) LOS Delay (sec/veh) LOS Cedar Avenue & 147th Street EB 42.8 D 53.3 D 44.5 D 71.1 E WB 48.1 D 39.9 D 10.6 A NB 65.4 E 33.0 C 8.0 A SB 87.2 F 102.2 F 77.1 E 147th Street & Glazier Avenue EB -- -- -- -- WB 7.5 A -- -- NB 25.4 D 3.3 A SB (1) "--" = not applicable (2) Darkened boxes = movement not available Table 10. Horizon Background Capacity Analysis Summary (Mid -Day Peak Hour) Intersection Approach Left Through Right Overall Intersection Delay (sec/veh) LOS Delay (sec/veh) LOS Delay (sec/veh) LOS Delay (sec/veh) LOS Cedar Avenue & 147th Street EB 45.1 D 50.7 D 35.0 C 28.9 C WB 42.9 D 49.7 D 8.4 A NB 65.7 E 27.2 C 8.1 A SB 61.4 E 18.2 B 4.3 A 147th Street & Glazier Avenue EB -- -- -- -- WB 7.5 A -- -- NB 18.2 C 3.4 A SB (1) "--"= not applicable (2) Darkened boxes = movement not available Horizon Total (2030) Analysis Horizon Total capacity analysis was performed at the study intersections to determine the operations once project traffic is added to the surrounding roadway network. Volumes used for the analysis are provided in Exhibit 8 in Appendix 1. Existing signal timings were used for this analysis. Table 11 and Table 12 provide a summary of the capacity analysis for the PM and Mid -Day peak hours, respectively. Based on the analysis, the intersection of Cedar Avenue & 147th Street is anticipated to continue to operate at LOS E during the PM peak hour and LOS C during the Mid -Day peak hour with the addition of project traffic. The northbound left -turn movement at the intersection of 147th Street & Glazier Avenue are anticipated to operate at LOS F for the PM and Mid -Day peak hours with the addition of project traffic. SimTraffic reports are provided in Appendix 3. 9 Kimley»> Horn Table 11. Horizon Total Capacity Analysis Summary (PM Peak Hour) Intersection Approach Left Through Right Overall Intersection Delay (sec/veh) LOS Delay (sec/veh) LOS Delay (sec/veh) LOS Delay (sec/veh) LOS Cedar Avenue & 147th Street EB 39.3 D 53.4 D 55.6 D 78.3 E WB 53.4 D 38.3 D 10.6 A NB 66.9 E 38.7 C 15.1 A SB 100.5 F 114.2 F 88.0 F 147th Street & Glazier Avenue EB -- -- -- -- WB 15.6 C -- -- NB 63.0 F 3.8 A SB (1) "--" = not applicable (2) Darkened boxes = movement not available Table 12. Horizon Total Capacity Analysis Summary (Mid -Day Peak Hour) Intersection Approach Left Through Right Overall Intersection Delay (sec/veh) LOS Delay (sec/veh) LOS Delay (sec/veh) LOS Delay (sec/veh) LOS Cedar Avenue & 147th Street EB 47.5 D 55.5 E 43.3 D 33.4 C WB 55.7 E 45.4 D 8.6 A NB 69.6 E 34.6 C 12.7 A SB 66.8 E 20.8 B 4.6 A 147th Street & Glazier Avenue EB -- -- -- -- WB 12.8 B -- -- NB 56.4 F 3.6 A SB (1) "--"= not applicable (2) Darkened boxes = movement not available Horizon Total (2030) With Mitigation Analysis Based on the Horizon Total (2030) capacity analysis, the northbound left -turn movement at the intersection of 147th Street & Glazier Avenue is anticipated to operate at LOS F for both Mid -Day and PM peak hours. Through coordination with City staff, the following improvements along 147th Street have been identified to improve operating conditions as growth continue to occur in the area. The following improvements were considered: • Convert the intersection of 147th Street SW & Glazier Avenue (South) to a % access intersection, where the northbound left -turn movement is prohibited. • Reconfigure the NB approach at 147th Street SW & Glazier Avenue (South) to provide only one approach lane (right -turn lane). 10 Kimley»> Horn • Construct a roundabout at the intersection of 147th Street SW & Glazier Avenue (North). A concept layout of the roundabout is provided in Attachment 4. • Construct a raised concrete median between Cedar Avenue and Glazier Avenue along 147th Street W. A capacity analysis was performed to quantify the operating conditions of 147th Street with the inclusion of the recommended improvements. With the improvements, some turning movements would be prohibited. Traffic diversion was accounted for and is detailed below: • The northbound left -turn movement at the intersection of 147th Street & Glazier Avenue (South) will now make a northbound right -turn movement then make an eastbound u -turn movement at the proposed roundabout at the intersection of 147th Street & Glazier Avenue ( North • The eastbound left -turn movement into the retail development on the northeast corner of Cedar Avenue & 147th Street will now make an eastbound through movement at 147th Street & Glazier Avenue (South) and then an eastbound left -turn movement at the intersection of 147th Street & Glazier Avenue (North). • The southbound left -turn movement out of the retail development on the northeast corner of Cedar Avenue & 147th Street will now make a southbound left -turn movement at the intersection of 147th Street & Glazier Avenue (North). The capacity analysis was performed for Horizon Total (2030) conditions for the Mid -Day and PM peak hours. For the intersection of 147th Street & Glazier Avenue (South), SimTraffic was used to quantify delay and LOS. For the proposed roundabout at 147th Street & Glazier Avenue (North), both HCS 7 and SIDRA 7 were used to quantify delay and LOS. Volumes used for the analysis are provided in Exhibit 9 in Appendix 1. Table 13 and Table 14 provide a summary of the capacity analysis for the PM and Mid -Day peak hours, respectively. Based on the analysis, the northbound approach at the intersection of 147th Street & Glazier Avenue improved to LOS A during the Mid -Day and PM peak hours for 2030 Build Total conditions. The proposed roundabout is anticipated to operate at LOS A during the Mid -Day and PM peak hours for 2030 Build Total conditions. Simulation reports are provided in Appendix 3. 11 Kimley»> Horn Table 13. Horizon Total (Mitigation) Capacity Analysis Summary (PM Peak Hour) Intersection Approach Left Through Right Overall Intersection Delay (sec/veh) LOS Delay (sec/veh) LOS Delay (sec/veh) LOS Delay (sec/veh) LOS 147th Street & Glazier Avenue (South) EB -- -- -- -- -- -- WB 11.1 B -- -- NB 7.4 A SB 147th Street & Glazier Avenue (North) HCS ANALYSIS EB 5.8 A 6.3 A 6.6 A WB 6.8 A 7.3 A NB 7.4 A SB 7.8 A 147th Street & Glazier Avenue (North) SIDRA ANALYSIS EB 7.2 A 7.2 A 8.1 A WB 8.2 A 8.2 A NB 10.9 B SB 12.4 B (1) "--"= not applicable (2) Darkened boxes = movement not available (2) HCS and SIDRA reports roundabout delay and LOS per lane. Table 14. Horizon Total (Mitigation) Capacity Analysis Summary (Mid -Day Peak Hour) Intersection Approach Left Through Right Overall Intersection Delay (sec/veh) LOS Delay (sec/veh) LOS Delay (sec/veh) LOS Delay (sec/veh) LOS 147th Street & Glazier Avenue (South) EB -- -- -- -- -- -- WB 9.8 A -- -- NB 8.5 A SB 147th Street & Glazier Avenue (North) HCS ANALYSIS EB 6.0 A 6.6 A 6.6 A WB 6.7 A 7.1 A NB 7.1 A SB 7.1 A 147th Street & Glazier Avenue (North) SIDRA ANALYSIS EB 7.3 A 7.3 A 7.9 A WB 8.0 A 8.0 A NB 10.0 B SB 11.1 B (3) "--" = not applicable (2) Darkened boxes = movement not available (4) HCS reports roundabout delay and LOS per lane, rather than movement. 12 Kimley»> Horn Capacity Analysis Summary Based on the Build -Out analysis, the study intersections are anticipated to operate at an acceptable level of service. The northbound left -turn movement at 147th Street & Glazier Avenue is anticipated to operate at LOS D for both the PM and Mid -Day peak hours at the Build -Out of the development. Based on the Horizon analysis, the intersection of Cedar Avenue & 147th Street is anticipated to operate at LOS E for both peak hours, while the northbound left -turn movement at 147th Street & Glazier Avenue is anticipated to operate at LOS F for both the PM and Mid -Day peak hours at the Build -Out of the development. Based on discussion with City staff, improvements along 147th Street have been discussed to alleviate some of the congestion as the corridor grows into the future. With the proposed roundabout at 147th Street & Glazier Avenue (North), and % access at the intersection of 147th Street & Glazier Avenue (South), the intersections are anticipated to operate at an acceptable LOS through the 2030 Horizon Year. Turn Lane Analysis The traffic impact analysis also reviewed the anticipated queueing of vehicles for the westbound approach at the intersection of Cedar Avenue & 147th Street and the northbound left -turn movement at the intersection of 147th Street & Glazier Avenue during the Mid -Day and PM peak hours. Below is a summary of the analysis. 147t" Street & Glazier Avenue — Northbound Left -Turn The existing turn lane is approximately 190 feet in length, including 140 feet of storage and a 50 -foot taper. Table 15 provides a summary of the average queue length and 95' percentile queue length for the Mid -Day and PM peak hours. Based on the SimTraffic analysis, the 95th percentile queue is not anticipated to exceed the existing provided storage for Background conditions. Once project traffic is introduced, the provided storage will need to be increased. It is recommended that the provided storage be increased from 140 feet to 240 feet to serve the forecasted demand during Build -Out conditions. Based on the results from the Horizon analysis, the average queue is anticipated to be accommodated within the recommended additional storage. However, there may be a few instances where the 95' percentile queue exceeds the provided storage. With 147th Street +/- 36 feet in width, northbound through traffic will not be greatly impacted the few times that the spillback may occur. Table 15. Turn Lane Queue Summary Analysis Year Mid -Day Peak Hour PM Peak Hour Average 95th Average 95th 2018 Build -Out Background 49 88 63 114 2018 Build -Out Total 133 238 99 189 13 Kimley»> Horn Cedar Avenue & 147t" Street — Westbound Approach The existing turn lane is approximately 230 feet in length, including 130 feet of storage and a 100 -foot taper. Table 16 provides a summary of the average queue length and 95' percentile queue length for the Mid -Day and PM peak hours. Based on the SimTraffic analysis, the 95' percentile queue is anticipated to exceed the existing provided storage for both Background and Total conditions for the westbound left -turn movement. It is recommended that the turn lane be extended to provide an additional 100 feet of storage. Because of the close proximity to Glazier Avenue, the existing 100 -foot taper would likely need to be reduced to 50 feet. It should be noted that in all future year analyses, the westbound through movement is not anticipated to spill back through the intersection of 147th Street & Glazier Avenue. Table 16. Turn Lane Queue Summary Analysis Year Mid -Day Peak Hour PM Peak Hour Average 95th Average 95th Westbound Left -Turn Movement 2018 Build -Out Background 89 155 101 175 2018 Build -Out Total 148 234 132 209 2030 Horizon Background 92 166 121 207 2030 Horizon Total 150 229 145 231 Westbound Through Movement 2018 Build -Out Background 92 153 87 161 2018 Build -Out Total 113 216 94 192 2030 Horizon Background 107 175 102 177 2030 Horizon Total 122 232 114 244 Conclusions and Recommendations Launch Properties is proposing to redevelop an existing office building located on the southeast corner of Cedar Avenue and 147th Street in Apple Valley, MN. The existing building provides approximately 9,000 square feet of general office use. The redevelopment will include a +/- 9,000 square foot restaurant with a drive-through. The proposed use is anticipated to generate 412 driveway trips during the Mid -Day peak hour and 198 driveway trips during the PM peak hour, which is based on information provided by the restaurant operator. Access is proposed to be located along 147th Street, with a right -in only driveway located 170 feet south of 147th Street and a full access driveway located 280 feet south of 147th Street. As part of the redevelopment, the property owner has offered to close the existing driveway access on 147th Street. 14 Kimley»> Horn Based on discussion with City staff, a traffic impact analysis was performed to quantify operating conditions of adjacent intersections for Existing Conditions (2017), Build Conditions (2018), and Horizon Year Conditions (2030). The analysis focused on level of service and delay at the intersections of Cedar Avenue & 147th Street and 147th Street & Glazier Avenue during the weekday PM peak period, as well as vehicle queueing during the weekday Mid -Day and PM peak hours at Cedar Avenue & 147th Street and 147th Street & Glazier Avenue. Following provides a summary of recommended improvements for the 2018 Build -Out Year: • The existing driveway connection of 147th Street should be abandoned. • Restripe the northbound left -turn lane at 147th Street & Glazier Avenue to provide 240 feet of storage and a 50 -foot taper. • Restripe the westbound left -turn lane at Cedar Avenue & Glazier Avenue to provide 230 feet of storage and a 50 -foot taper. Following provides a summary of recommended improvements for the 2030 Horizon Year: • Convert the intersection of 147th Street SW & Glazier Avenue (South) to a % access intersection, where the northbound left -turn movement is prohibited. • Reconfigure the NB approach at 147th Street SW & Glazier Avenue (South) to provide only one approach lane (right -turn lane). • Construct a roundabout at the intersection of 147th Street SW & Glazier Avenue (North). • Construct a raised concrete median between Cedar Avenue and Glazier Avenue along 147th Street W. 15 KimieT0Horn ATTACHMENT 1: EXHIBITS LEGEND Project Site Location QStudy Intersections Existing Signal Control .*■ Existing Stop Control NOT TO SCALE Kimley ,> Horn EXHIBIT 1 LANE GEOMETRY AND INTERSECTION CONTROL 138 (97) 224 (223) -j 72 (94) -4, LEGEND n Proposed Site Location XX (XX) MID (PM) Peak Hour Volumes Kimley» Horn EXHIBIT 2 EXISTING TURNING MOVEMENT VOLUMES o% 1O% o% 80%—.4, LEGEND I-1 Proposed Site Location Site Traffic Distribution x% Inbound Site Traffic [x%] Outbound Site Traffic KimIey» Horn EXHIBIT 3 TRIP DISTRIBUTION LEGEND 1--1 Proposed Site Location XX (XX) MID (PM) Peak Hour Volumes Kimle\O Horn EXHIBIT 4 TRIP ASSIGNMENT 139 (98) 226 (225) -j 73 (95) -4, LEGEND n Proposed Site Location XX (XX) MID (PM) Peak Hour Volumes Kimley» Horn EXHIBIT 5 BUILD -OUT BACKGROUND TURNING MOVEMENT VOLUMES 111111111111 139 (98) 242 (232) -> 73 (95) -4, • . • OM, LEGEND 1--1 Proposed Site Location XX (XX) AM (PM) Peak Hour Volumes Kimle\O Horn EXHIBIT 6 BUILD -OUT TOTAL TURNING MOVEMENT VOLUMES 157 (110) 255 (254) -j 82 (107) LEGEND n Proposed Site Location XX (XX) MID (PM) Peak Hour Volumes Kimley» Horn EXHIBIT 7 HORIZON BACKGROUND TURNING MOVEMENT VOLUMES 407 (560) r-39(31) 157 (110) 271 (261) -j 82 (107) --1, 430 (505) -j 297 (223) -.4, LEGEND n Proposed Site Location XX (XX) MID (PM) Peak Hour Volumes Kimley» Horn EXHIBIT 8 HORIZON TOTAL TURNING MOVEMENT VOLUMES it- 286 (290) + 281 (260) Nr- 230 (221) it- 15 (20) + 396 (511) Nr- 30 (25) 157 (110) _j• 271 (261) -> 82 (107) 357 (279) 65 (62) -/% 384 (466) -> 35 (25) -4, 147th Street LEGEND F-1 Proposed Site Location XX (XX) MID (PM) Peak Hour Volumes az.56' ao'9o, I 5.11 .71 Glazier Avenue NOT TO SCALE Kimle\O Horn EXHIBIT 9 HORIZON TOTAL WITH MITIGATION TURNING MOVEMENT VOLUMES KimieT0Horn ATTACHMENT 2: TRIP GENERATION Traffic Impact Study for the Proposed Portillo's Restaurant Deerfield, Illinois Prepared by: Kenig, Lindgren, O'Hara, Aboona, Inc. October 10, 2014 Introduction This report summarizes the methodologies, results and findings of a traffic impact and parking analysis conducted by Kenig, Lindgren, O'Hara, Aboona, Inc. (KLOA, Inc.) for the proposed Portillo's restaurant to be located at 700 Lake -Cook Road in Deerfield, Illinois. The site is occupied by a vacant restaurant and is located in the northwest quadrant of the intersection of Lake -Cook Road and Deer Lake Road. Figure 1 shows the location of the site in relation to the area roadway system. The plans call for razing the existing building and for developing the site with a 10,507 square - foot (including a Mezzanine of approximately 1,546 square feet) Portillo's restaurant with a dual lane drive-through service. The Portillo's restaurant will be open Monday through Thursday from 10:30 A.M. to 10:30 P.M., Friday and Saturdays from 10:30 A.M. to 11:00 P.M. and on Sundays from 10:30 A.M. to 10:00 P.M. The restaurant will not be open for breakfast. Access to the site will continue to be provided via the three existing full ingress/egress access drives. Figure 2 shows an aerial of the site and the adjacent land uses. The following sections of this report present the following. • Existing roadway conditions including traffic volumes for the weekday midday and evening peak hours • A detailed description of the proposed development • Vehicle trip generation for the proposed development • Directional distribution of development -generated traffic • Future transportation conditions including access to and from the development Portillo's Restaurant 1 Deerfield, Illinois Traffic Characteristics of the Proposed Portillo's Restaurant To evaluate the impact of the proposed restaurant on the area roadway system, it was necessary to quantify the number of vehicle trips the restaurant will generate during the two respective peak hour periods and then determine the directions from which this traffic will approach and depart. Proposed Site and Development Plan The restaurant building will be located on the south side of the parcel and will provide a dual drive- through lane wrapping around the building in a counterclockwise direction. The dual lanes will provide stacking for approximately 20 vehicles (10 vehicles per lane) from the ordering board and approximately 20 vehicles (10 vehicles per lane) from the pick-up window for a total stacking of 40 vehicles. It should be noted that under the proposed plans and typical of many Portillo's restaurants, the pay window and the pick-up window will be separated to allow for a vehicle to stack in between thus enhancing the efficiency of the drive-through facility. Access The development will be served by three existing full ingress/egress access drives. A description of each access follows. Full Access and Deer Lake Road - This access drive is located approximately 280 feet north of Lake -Cook Road. The access drive will be widened to provide one inbound lane and two outbound lanes striped for a shared left/through lane and an exclusive right -tum lane. Outbound movements will be under stop sign control. Full Access and Estate Drive - This access drive is located approximately 220 feet west of Deer Lake Road and will provide one inbound lane and one outbound lane with outbound movements under stop sign control. Full Access and 770 Lake Cook Road drive aisle - This access drive provides cross -access between the two land uses and will provide one inbound lane and one outbound lane with outbound movements under stop sign control. Parking The site is planned to provide a total of 124 parking spaces including five handicapped spaces. As proposed, 15 parking spaces will be located east of the restaurant building some of which could be utilized for drive-through customers that are waiting for their orders to be completed. Portillo's Restaurant 8 Deerfield, Illinois Directional Distribution of Site Development Traffic The directional distribution of site -generated trips on the external roadway system is a function of several variables including the operational characteristics of the roadway system, and the ease with which drivers can travel over various sections of the roadway system, with the least amount of peak hour congestion. The directional distribution was estimated based on existing travel patterns as determined from the traffic counts. Figure 4 shows the estimated directional distribution for the proposed restaurant. Site Traffic Generation The estimate of the traffic volumes that will be generated by the proposed Portillo's restaurant was based on transaction information provided by Portillo's at the following locations: 1. 806 West Dundee Road -Arlington Heights 2. 1020 South Randall Road - Elgin (Dual Drive Through) 3. 2306 East Lincoln Highway - New Lennox (Dual Drive Through) 4. 7195 Kingery Highway (IL 83) -Willowbrook Transaction data for seven consecutive days separated between drive-through and dine in was reviewed. Based on a review of the data, the maximum number of transactions at the drive-through as well as inside the store occurred at the Arlington Heights location and as such that data was used to estimate the number of trips to be generated. Furthermore, KLOA, Inc. conducted traffic observations at the Arlington Heights location during the lunch time period that recorded the number of vehicles utilizing the drive-through lane as well as the number of customers that parked and went inside the restaurant. Based on the above, trip generation estimates were developed that took into account drive-through usage and walk-in traffic. Portillo's Restaurant 9 Deerfield, Illinois Table 1 shows the projected new trips to be generated by the proposed Portillo's restaurant. Table 1 ESTIMATED PEAK HOUR TRAFFIC VOLUMES Midday P.M. Land -Use Size In Out In Out Portillo's Restaurant 10,507 s.f. 258 258 124 124 It is important to note that due to the following, the traffic to be generated by the restaurant will not be all new traffic to the existing roadway system. • Surveys conducted by the Institute of Transportation Engineers (ITE) have shown that a considerable number of trips made to drive-through restaurants are diverted from existing passing traffic. This is particularly true during the weekday morning and evening peak hours when traffic is diverted from the home -to -work and work -to -home trips. Such diverted trips are referred to as pass -by traffic. These surveys indicate that, on average, 60 percent of the peak hour trips generated by a drive-through restaurant are diverted from existing traffic on adjacent roadways. • It is expected that the number of trips generated by the restaurant will be reduced due to the interaction (multipurpose trips) between the other uses in the immediate area (i.e., office buildings). However, in order to provide a conservative analysis, the new traffic that will be generated by the Portillo's restaurant was not adjusted to reflect pass -by trips or interaction with other uses. Site Traffic Assignment The peak hour traffic volumes projected to be generated by the proposed restaurant (Table 1) were assigned to the access drives based on the directional distribution analysis (Figure 4) and are shown in Figure 5. Portillo's Restaurant 11 Deerfield, Illinois Deer Lake Road and Office Drive north of Estate Drive The results of the capacity analyses indicate that the intersection is and will continue operating at acceptable levels of service with minimal increases in the delay experienced on the approaches under stop sign control. As such, no geometric or traffic control improvements are recommended at this intersection in conjunction with the proposed restaurant. Estate Drive and Access Drive This access drive is located approximately 220 feet west of Deer Lake Road and will provide full ingress/egress movements. Based on the results of the capacity analyses, the intersection will operate at acceptable levels of service with minimal queues (25 feet or less). As such, no geometric or traffic control improvements are recommended at this intersection in conjunction with the proposed restaurant. Site Design The site will provide 24 foot wide two-way drive aisles and 90 degree parking stalls. The drive aisle between the parking area and the building will be approximately 25 feet wide and will be striped to alert vehicles of pedestrians crossing to/from the restaurant. East-West crosswalks will be provided on the north side of the building providing pedestrian connectivity between the 770 Lake -Cook Road building , the proposed restaurant and the existing sidewalk along Deer Lake Road. Parking The proposed plans call for providing 124 off-street parking spaces. Based on a review of the Village of Deerfield Zoning Ordinance, the restaurant should provide a parking ratio of 1.0 parking space per 60 square feet of gross floor area (50 percent sit down) and 1.0 parking space per 120 square feet of gross floor area (50 percent carry out). Applying this, the restaurant will require 81 parking spaces for sit-down customers and 41 parking spaces for carry out customers for a total of 122 parking spaces. As such, the required number of parking spaces is two less than what is being proposed. In order to determine the adequacy of the proposed number of parking spaces, KLOA, Inc. conducted a parking survey at the Arlington Heights restaurant on Tuesday October 7, 2014 from 11:30 A.M. to 1:30 P.M. The survey counted the number of vehicles parked in the parking field serving the restaurant as well as those that parked in the adjacent parking areas north of the restaurant. Table 5 summarizes the parking demand of the Arlington Heights restaurant every 15 minutes. Portillo's Restaurant 20 Deerfield, Illinois Table 5 PORTILLOS RESTAURANT (ARLINGTON HEIGHTS) PARKING DEMAND Time Parking Demand Tuesday, October 7, 2014 11:30 A.M. 42 11:45 A.M. 58 12:00 Noon 88 12:15 P.M. 99 12:30 P.M. 100 12:45 P.M. 92 1:00 P.M. 76 1:15 P.M. 65 1:30 P.M. 56 As can be seen from the results of the parking survey, the peak parking demand occurred at 12:30 P.M. with 100 parked vehicles. Since the proposed Portillo's restaurant will be similar to the one in Arlington Heights, the proposed number of parking spaces will be adequate to accommodate the projected peak parking demand. Proposed Drive -Through Operations The Portillo's restaurant will provide dual drive-through lanes that will wrap around the west, south and east sides of the building with traffic traveling in a counterclockwise direction. The pick-up window will be located on the east side of the building while the ordering board will be located on the south side of the building. Traffic destined to the drive-through facility can enter the development from any of the three access drives therefore allowing site traffic to be distributed without potentially overloading a single access drive. The dual drive-through lanes will be narrowed to one lane past the pick-up window and will be under stop sign control at its intersection with the east -west main drive aisle. Portillo's Restaurant 21 Deerfield, Illinois Drive -Through Stacking Evaluation Based on the site plan, the drive-through lanes have been designed to maximize vehicle storage without interfering with traffic circulation patterns within the parking lot area. The site plan indicates that 20 vehicles (10 vehicles per lane) can be stacked from the ordering window and approximately 20 (10 vehicles per lane) can be stacked from the pick-up window for a total stacking area of 40 vehicles. In order to determine the adequacy of the proposed drive-through stacking, KLOA, Inc. observed the drive-through operations at the Portillo's restaurant in Arlington Heights which has a single drive-through lane with approximately 24 vehicles of stacking. Our observations were conducted on Tuesday September 16, 2014 from 11:30 A.M. to 1:00 P.M. and indicated that the average queue from the pick-up window was eight vehicles while the average queue from the ordering board was six vehicles. The highest observed queue was 10 vehicles from the pick-up window and 11 vehicles from the ordering for a total stacking of 21 vehicles occurring only once during the observation period. It should be noted that four employees were outside by the drive- through lane taking orders and two employees were outside by the pick-up window delivering customers their food. This system, which will be implemented at the proposed location, provides a very efficient way of operating the drive-through and speeds up the service time. Given that the proposed restaurant will provide dual drive-through lanes with approximately 16 vehicle more stacking than the Arlington Heights restaurant, the proposed drive-through facility will be adequate in accommodating the drive-through demands. Portillo's Restaurant 22 Deerfield, Illinois Conclusion Based on the proposed development plans and the preceding traffic impact study, the following conclusions and recommendations are made. 1. The Portillo's restaurant is not open during the weekday morning peak hour and typically peaks during the 12:00 to 1:00 P.M. lunch hour. 2. The traffic to be generated by the restaurant will not be all new traffic to the roadway system as a portion of the restaurant traffic will be (1) diverted from the existing traffic on the roadway system (pass -by trips) and (2) captured from the other uses within the immediate area (adjacent office buildings). 3. The existing access system will be maintained and will disperse traffic without overloading a specific intersections 4. The access drive off Deer Lake Road will be widened to provide one inbound lane and two outbound lanes striped for a combined left/through lane and an exclusive right -turn lane with outbound movements under stop sign control. 5. The volume of traffic to be generated by the proposed restaurant can be accommodated by the existing roadway system without significantly increasing the overall delays. 6. The results of the capacity analyses as well as the traffic simulations indicate that southbound queues on Deer Lake Road will not extend to the restaurant's access drive. 7. The outbound queues from the main access drive off Deer Lake Road will be minimal and will not have a negative impact on internal site circulation. 8. The proposed dual drive through lanes will maximize the amount of stacking provided (40 vehicles) which together with Portillo's typical operation of using employees to assist in taking and delivering orders will be adequate in accommodating the projected demand. 9. Outbound movements from the drive-through lane should be under stop sign control. 10. The proposed number of parking spaces will be adequate in accommodating the peak parking demand. Portillo's Restaurant 23 Deerfield, Illinois KimieT0Horn ATTACHMENT 3: SIMTRAFFIC REPORTS SimTraffic Performance Report Existing Conditions AM Peak Hour 1: Cedar Avenue & 147th Street Performance by movement Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Denied Delay (hr) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.1 0.1 0.1 0.0 0.0 Denied Del/Veh (s) 1.8 0.1 0.1 0.3 0.0 0.2 1.6 0.2 1.6 2.4 0.1 2.0 Total Delay (hr) 0.5 1.0 0.1 0.5 0.9 0.2 0.5 10.9 0.3 2.3 2.2 0.0 Total Del/Veh (s) 34.0 38.0 12.4 35.6 38.6 11.3 51.0 20.6 6.0 46.1 9.4 2.5 Denied Entry Before 0 0 0 0 0 0 0 0 0 0 0 0 Denied Entry After 0 0 0 0 0 0 0 0 0 0 0 0 1: Cedar Avenue & 147th Street Performance by movement Movement All Denied Delay (hr) 0.4 Denied Del/Veh (s) 0.4 Total Delay (hr) 19.3 Total Del/Veh (s) 19.5 Denied Entry Before 0 Denied Entry After 0 2: Glazier Avenue & 147th Street Performance by movement Movement EBT EBR WBL WBT NBL NBR All Denied Delay (hr) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Denied Del/Veh (s) 0.0 0.0 0.1 0.1 0.0 0.0 0.0 Total Delay (hr) 0.1 0.0 0.0 0.0 0.0 0.0 0.2 Total Del/Veh (s) 1.2 1.1 4.8 0.2 8.7 2.7 1.2 Denied Entry Before 0 0 0 0 0 0 0 Denied Entry After 0 0 0 0 0 0 0 Total Network Performance Denied Delay (hr) 0.4 Denied Del/Veh (s) 0.4 Total Delay (hr) 23.3 Total Del/Veh (s) 23.3 Denied Entry Before 0 Denied Entry After 0 Kimley-Horn and Associates SimTraffic Report March 2017 Queuing and Blocking Report Existing Conditions AM Peak Hour Intersection: 1: Cedar Avenue & 147th Street Movement EB EB EB WB WB WB WB NB NB NB NB NB Directions Served L T TR L T T R L T T T R Maximum Queue (ft) 84 74 100 88 71 61 65 128 340 328 308 122 Average Queue (ft) 31 29 31 34 36 15 24 30 232 217 174 41 95th Queue (ft) 67 60 70 73 67 41 51 88 319 310 278 87 Link Distance (ft) 2094 2094 309 309 1610 1610 1610 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 150 140 140 270 200 Storage Blk Time (%) 3 2 Queuing Penalty (veh) 1 4 Intersection: 1: Cedar Avenue & 147th Street Movement SB SB SB SB SB Directions Served L T T T R Maximum Queue (ft) 210 156 159 110 44 Average Queue (ft) 115 88 69 25 9 95th Queue (ft) 187 146 132 72 28 Link Distance (ft) 1688 1688 1688 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 750 215 Storage Blk Time (%) Queuing Penalty (veh) Intersection: 2: Glazier Avenue & 147th Street Movement EB EB WB NB NB Directions Served T TR LT L R Maximum Queue (ft) 11 9 31 42 28 Average Queue (ft) 0 0 3 15 3 95th Queue (ft) 8 5 17 41 17 Link Distance (ft) 309 309 1309 242 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 150 Storage Blk Time (%) Queuing Penalty (veh) Network Summary Network wide Queuing Penalty: 5 Kimley-Horn and Associates SimTraffic Report March 2017 SimTraffic Performance Report Existing Conditions PM Peak Hour PM Peak Hour 1: Cedar Avenue & 147th Street Performance by movement Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Denied Delay (hr) 0.1 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.1 0.1 0.2 0.0 Denied Del/Veh (s) 1.9 0.1 0.2 0.0 0.0 0.0 2.2 0.1 2.2 1.5 0.3 1.4 Total Delay (hr) 1.1 3.4 1.1 1.8 2.7 0.5 0.8 8.0 0.3 4.3 19.2 0.3 Total Del/Veh (s) 41.4 51.7 41.0 41.4 39.9 7.8 65.1 27.0 6.4 58.4 27.5 8.9 Denied Entry Before 0 0 0 0 0 0 0 0 0 0 0 0 Denied Entry After 0 0 0 0 0 0 0 0 0 0 0 0 1: Cedar Avenue & 147th Street Performance by movement Movement All Denied Delay (hr) 0.6 Denied Del/Veh (s) 0.4 Total Delay (hr) 43.5 Total Del/Veh (s) 30.0 Denied Entry Before 0 Denied Entry After 0 2: Glazier Avenue & 147th Street Performance by movement Movement EBT EBR WBL WBT NBL NBR All Denied Delay (hr) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Denied Del/Veh (s) 0.0 0.0 0.2 0.2 0.0 0.0 0.1 Total Delay (hr) 0.2 0.1 0.0 0.1 0.7 0.0 1.2 Total Del/Veh (s) 1.6 1.7 8.9 1.0 19.0 3.4 3.3 Denied Entry Before 0 0 0 0 0 0 0 Denied Entry After 0 0 0 0 0 0 0 Total Network Performance Denied Delay (hr) 0.6 Denied Del/Veh (s) 0.5 Total Delay (hr) 51.3 Total Del/Veh (s) 34.9 Denied Entry Before 0 Denied Entry After 0 Kimley-Horn and Associates SimTraffic Report March 2017 Queuing and Blocking Report Existing Conditions PM Peak Hour PM Peak Hour Intersection: 1: Cedar Avenue & 147th Street Movement EB EB EB WB WB WB WB NB NB NB NB NB Directions Served L T TR L T TR L T T TR Maximum Queue (ft) 164 249 256 163 175 156 157 111 313 295 260 100 Average Queue (ft) 67 102 128 97 80 71 49 44 214 194 136 40 95th Queue (ft) 138 193 214 164 142 127 103 88 293 275 237 74 Link Distance (ft) 2094 2094 309 309 1610 1610 1610 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 150 140 140 270 200 Storage Blk Time (%) 1 2 4 0 0 0 1 1 Queuing Penalty (veh) 1 2 5 0 0 0 1 1 Intersection: 1: Cedar Avenue & 147th Street Movement SB SB SB SB SB Directions Served L T T T R Maximum Queue (ft) 340 576 565 536 315 Average Queue (ft) 195 340 332 301 59 95th Queue (ft) 294 509 499 473 227 Link Distance (ft) 1688 1688 1688 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 750 215 Storage Blk Time (%) 15 Queuing Penalty (veh) 17 Intersection: 2: Glazier Avenue & 147th Street Movement EB WB NB NB Directions Served TR LT L R Maximum Queue (ft) 18 94 121 55 Average Queue (ft) 1 15 56 19 95th Queue (ft) 8 61 99 45 Link Distance (ft) 309 1309 242 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 150 Storage Blk Time (%) 0 Queuing Penalty (veh) 0 Network Summary Network wide Queuing Penalty: 27 Kimley-Horn and Associates SimTraffic Report March 2017 SimTraffic Performance Report Existing Conditions Mid -Day Peak Hour Mid -Day Peak Hour 1: Cedar Avenue & 147th Street Performance by movement Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Denied Delay (hr) 0.1 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.1 0.1 0.1 0.1 Denied Del/Veh (s) 1.8 0.1 0.2 0.4 0.0 0.5 2.2 0.1 2.2 2.0 0.2 1.9 Total Delay (hr) 1.5 3.2 0.7 1.5 3.2 0.3 1.0 6.7 0.3 3.4 5.4 0.1 Total Del/Veh (s) 41.3 49.3 33.8 41.9 47.8 6.8 61.6 23.5 5.8 55.7 16.8 3.4 Denied Entry Before 0 0 0 0 0 0 0 0 0 0 0 0 Denied Entry After 0 0 0 0 0 0 0 0 0 0 0 0 1: Cedar Avenue & 147th Street Performance by movement Movement All Denied Delay (hr) 0.5 Denied Del/Veh (s) 0.5 Total Delay (hr) 27.3 Total Del/Veh (s) 26.4 Denied Entry Before 0 Denied Entry After 0 2: Glazier Avenue & 147th Street Performance by movement Movement EBT EBR WBL WBT NBL NBR All Denied Delay (hr) 0.0 0.0 0.0 0.0 0.1 0.0 0.1 Denied Del/Veh (s) 0.0 0.0 0.2 0.2 3.6 0.3 0.4 Total Delay (hr) 0.2 0.1 0.0 0.1 0.4 0.0 0.9 Total Del/Veh (s) 1.6 1.7 5.8 0.7 13.4 3.7 2.7 Denied Entry Before 0 0 0 0 0 0 0 Denied Entry After 0 0 0 0 0 0 0 Total Network Performance Denied Delay (hr) 0.7 Denied Del/Veh (s) 0.6 Total Delay (hr) 31.3 Total Del/Veh (s) 29.6 Denied Entry Before 0 Denied Entry After 0 Kimley-Horn and Associates SimTraffic Report March 2017 Queuing and Blocking Report Existing Conditions Mid -Day Peak Hour Mid -Day Peak Hour Intersection: 1: Cedar Avenue & 147th Street Movement EB EB EB WB WB WB WB NB NB NB NB NB Directions Served L T TR L T TR L T T TR Maximum Queue (ft) 167 212 203 152 175 161 118 132 280 264 211 90 Average Queue (ft) 81 90 115 86 90 79 44 55 195 173 115 39 95th Queue (ft) 141 166 193 144 150 138 86 100 270 247 214 75 Link Distance (ft) 2094 2094 310 310 1611 1611 1611 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 150 140 140 270 200 Storage Blk Time (%) 1 1 2 1 1 0 0 0 Queuing Penalty (veh) 1 1 2 1 1 0 0 0 Intersection: 1: Cedar Avenue & 147th Street Movement SB SB SB SB SB Directions Served L T T T R Maximum Queue (ft) 276 247 258 212 51 Average Queue (ft) 158 159 144 96 18 95th Queue (ft) 251 232 221 193 41 Link Distance (ft) 1687 1687 1687 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 750 215 Storage Blk Time (%) 0 Queuing Penalty (veh) 0 Intersection: 2: Glazier Avenue & 147th Street Movement EB EB WB NB NB Directions Served T TR LT L R Maximum Queue (ft) 4 15 65 102 62 Average Queue (ft) 0 1 10 48 22 95th Queue (ft) 3 8 43 81 51 Link Distance (ft) 310 310 1307 993 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 150 Storage Blk Time (%) 0 Queuing Penalty (veh) 0 Network Summary Network wide Queuing Penalty: 7 Kimley-Horn and Associates SimTraffic Report March 2017 SimTraffic Performance Report Build -Out Background Conditions (2018) PM Peak Hour PM Peak Hour 1: Cedar Avenue & 147th Street Performance by movement Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Denied Delay (hr) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.1 0.1 0.3 0.0 Denied Del/Veh (s) 1.7 0.1 0.1 0.0 0.0 0.0 2.3 0.1 2.1 1.5 0.4 1.3 Total Delay (hr) 1.2 3.2 1.2 2.0 2.7 0.5 0.8 8.7 0.2 4.4 23.0 0.4 Total Del/Veh (s) 42.0 50.0 41.6 42.9 39.2 8.5 65.9 28.6 6.3 60.8 32.0 12.3 Denied Entry Before 0 0 0 0 0 0 0 0 0 0 1 0 Denied Entry After 0 0 0 0 0 0 0 0 0 0 0 0 1: Cedar Avenue & 147th Street Performance by movement Movement All Denied Delay (hr) 0.6 Denied Del/Veh (s) 0.4 Total Delay (hr) 48.4 Total Del/Veh (s) 32.7 Denied Entry Before 1 Denied Entry After 0 2: Glazier Avenue & 147th Street Performance by movement Movement EBT EBR WBL WBT NBL NBR All Denied Delay (hr) 0.0 0.0 0.0 0.0 0.1 0.0 0.2 Denied Del/Veh (s) 0.0 0.0 0.2 0.2 3.5 0.5 0.4 Total Delay (hr) 0.2 0.1 0.1 0.1 0.8 0.0 1.3 Total Del/Veh (s) 1.7 1.8 8.6 1.0 21.4 4.1 3.6 Denied Entry Before 0 0 0 0 0 0 0 Denied Entry After 0 0 0 0 0 0 0 Total Network Performance Denied Delay (hr) 0.8 Denied Del/Veh (s) 0.5 Total Delay (hr) 56.9 Total Del/Veh (s) 37.9 Denied Entry Before 1 Denied Entry After 0 Kimley-Horn and Associates SimTraffic Report April 2017 Queuing and Blocking Report Build -Out Background Conditions (2018) PM Peak Hour PM Peak Hour Intersection: 1: Cedar Avenue & 147th Street Movement EB EB EB WB WB WB WB NB NB NB NB NB Directions Served L T TR L T T R L T T TR Maximum Queue (ft) 149 216 260 203 206 138 132 134 333 329 268 73 Average Queue (ft) 70 92 132 101 87 71 53 46 217 198 146 34 95th Queue (ft) 133 165 212 175 161 124 99 95 300 284 247 64 Link Distance (ft) 2094 2094 312 312 1610 1610 1610 Upstream Blk Time (%) 0 Queuing Penalty (veh) 0 Storage Bay Dist (ft) 150 130 140 270 200 Storage Blk Time (%) 1 1 7 1 0 0 2 1 Queuing Penalty (veh) 1 1 8 2 1 0 1 2 Intersection: 1: Cedar Avenue & 147th Street Movement SB SB SB SB SB Directions Served L T T T R Maximum Queue (ft) 450 632 621 595 315 Average Queue (ft) 204 382 376 351 81 95th Queue (ft) 347 595 588 573 279 Link Distance (ft) 1688 1688 1688 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 750 215 Storage Blk Time (%) 0 18 Queuing Penalty (veh) 1 22 Intersection: 2: Glazier Avenue & 147th Street Movement EB EB WB NB NB Directions Served T TR LT L R Maximum Queue (ft) 11 13 96 141 66 Average Queue (ft) 0 0 17 63 19 95th Queue (ft) 8 6 66 114 51 Link Distance (ft) 312 312 1307 997 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 140 Storage Blk Time (%) 1 Queuing Penalty (veh) 0 Network Summary Network wide Queuing Penalty: 39 Kimley-Horn and Associates SimTraffic Report April 2017 SimTraffic Performance Report Build -Out Background Conditions (2018) Mid -Day Peak Hour Mid -Day Peak Hour 1: Cedar Avenue & 147th Street Performance by movement Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Denied Delay (hr) 0.1 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.1 0.1 0.1 0.1 Denied Del/Veh (s) 1.8 0.1 0.2 0.4 0.0 0.4 2.3 0.1 2.2 2.0 0.2 2.0 Total Delay (hr) 1.8 3.2 0.7 1.5 3.2 0.4 1.0 6.7 0.3 3.4 5.3 0.1 Total Del/Veh (s) 42.6 50.1 34.1 40.8 49.6 7.2 65.1 23.7 6.0 59.0 16.5 3.8 Denied Entry Before 0 0 0 0 0 0 0 0 0 0 0 0 Denied Entry After 0 0 0 0 0 0 0 0 0 0 0 0 1: Cedar Avenue & 147th Street Performance by movement Movement All Denied Delay (hr) 0.5 Denied Del/Veh (s) 0.5 Total Delay (hr) 27.6 Total Del/Veh (s) 26.7 Denied Entry Before 0 Denied Entry After 0 2: Glazier Avenue & 147th Street Performance by movement Movement EBT EBR WBL WBT NBL NBR All Denied Delay (hr) 0.0 0.0 0.0 0.0 0.1 0.0 0.1 Denied Del/Veh (s) 0.0 0.0 0.2 0.2 3.6 0.4 0.4 Total Delay (hr) 0.2 0.0 0.0 0.1 0.5 0.0 0.9 Total Del/Veh (s) 1.6 1.6 5.8 0.7 14.4 3.8 2.8 Denied Entry Before 0 0 0 0 0 0 0 Denied Entry After 0 0 0 0 0 0 0 Total Network Performance Denied Delay (hr) 0.7 Denied Del/Veh (s) 0.6 Total Delay (hr) 31.5 Total Del/Veh (s) 29.8 Denied Entry Before 0 Denied Entry After 0 Kimley-Horn and Associates SimTraffic Report April 2017 Queuing and Blocking Report Build -Out Background Conditions (2018) Mid -Day Peak Hour Mid -Day Peak Hour Intersection: 1: Cedar Avenue & 147th Street Movement EB EB EB WB WB WB WB NB NB NB NB NB Directions Served L T TR L T TR L T T TR Maximum Queue (ft) 176 197 234 188 188 184 123 159 289 260 228 90 Average Queue (ft) 91 88 115 89 92 77 42 55 195 172 117 38 95th Queue (ft) 157 160 188 155 153 137 84 117 267 244 212 71 Link Distance (ft) 2094 2094 311 311 1610 1610 1610 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 150 130 140 270 200 Storage Blk Time (%) 2 1 5 2 1 0 0 Queuing Penalty (veh) 2 2 5 3 1 0 1 Intersection: 1: Cedar Avenue & 147th Street Movement SB SB SB SB SB Directions Served L T T T R Maximum Queue (ft) 294 257 244 195 56 Average Queue (ft) 157 157 146 92 18 95th Queue (ft) 253 229 219 180 41 Link Distance (ft) 1688 1688 1688 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 750 215 Storage Blk Time (%) 0 Queuing Penalty (veh) 0 Intersection: 2: Glazier Avenue & 147th Street Movement EB EB WB NB NB Directions Served T TR LT L R Maximum Queue (ft) 9 18 75 115 64 Average Queue (ft) 0 1 14 49 22 95th Queue (ft) 7 9 53 88 52 Link Distance (ft) 311 311 1307 908 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 140 Storage Blk Time (%) 0 Queuing Penalty (veh) 0 Network Summary Network wide Queuing Penalty: 14 Kimley-Horn and Associates SimTraffic Report April 2017 SimTraffic Performance Report Build -Out Total Conditions (2018) PM Peak Hour PM Peak Hour 1: Cedar Avenue & 147th Street Performance by movement Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Denied Delay (hr) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.1 0.1 0.3 0.0 Denied Del/Veh (s) 1.7 0.1 0.1 0.0 0.0 0.0 2.0 0.2 2.1 1.6 0.4 1.4 Total Delay (hr) 1.1 3.5 1.2 2.7 2.8 0.6 0.9 10.0 0.5 5.6 22.7 0.4 Total Del/Veh (s) 40.4 53.0 44.4 46.2 37.8 8.3 63.9 33.2 9.1 64.1 32.3 11.6 Vehicles Entered 101 231 91 212 265 257 49 1072 180 305 2505 114 Vehicles Exited 99 229 92 209 265 258 48 1068 179 308 2499 115 Hourly Exit Rate 99 229 92 209 265 258 48 1068 179 308 2499 115 Input Volume 98 232 95 201 266 262 48 1057 179 296 2532 117 % of Volume 101 99 97 104 100 99 100 101 100 104 99 98 Denied Entry Before 0 0 0 0 0 0 0 0 0 0 0 0 Denied Entry After 0 0 0 0 0 0 0 0 0 0 0 0 1: Cedar Avenue & 147th Street Performance by movement Movement All Denied Delay (hr) 0.7 Denied Del/Veh (s) 0.5 Total Delay (hr) 52.0 Total Del/Veh (s) 34.3 Vehicles Entered 5382 Vehicles Exited 5369 Hourly Exit Rate 5369 Input Volume 5382 %of Volume 100 Denied Entry Before 0 Denied Entry After 0 2: Glazier Avenue & 147th Street Performance by movement Movement EBT EBR WBL WBT NBL NBT NBR All Denied Delay (hr) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Denied Del/Veh (s) 0.0 0.0 0.2 0.2 0.0 0.0 0.0 0.1 Total Delay (hr) 0.2 0.1 0.1 0.2 1.8 0.0 0.0 2.4 Total Del/Veh (s) 1.7 2.1 8.3 1.3 28.1 0.3 3.4 5.8 Vehicles Entered 503 214 29 503 227 3 33 1512 Vehicles Exited 503 214 28 503 227 3 34 1512 Hourly Exit Rate 503 214 28 503 227 3 34 1512 Input Volume 499 208 28 497 224 2 31 1488 % of Volume 101 103 101 101 101 171 111 102 Denied Entry Before 0 0 0 0 0 0 0 0 Denied Entry After 0 0 0 0 0 0 0 0 Kimley-Horn and Associates SimTraffic Report April 2017 Queuing and Blocking Report Build -Out Total Conditions (2018) PM Peak Hour PM Peak Hour Intersection: 1: Cedar Avenue & 147th Street Movement EB EB EB WB WB WB WB NB NB NB NB NB Directions Served L T TR L T TR L T T TR Maximum Queue (ft) 150 200 239 227 285 211 128 158 368 359 308 159 Average Queue (ft) 66 93 136 132 94 79 54 52 236 219 170 52 95th Queue (ft) 123 166 215 209 192 155 101 126 333 316 270 107 Link Distance (ft) 2094 2094 312 312 1610 1610 1610 Upstream Blk Time (%) 1 0 Queuing Penalty (veh) 2 0 Storage Bay Dist (ft) 150 130 140 270 200 Storage Blk Time (%) 0 2 14 1 0 0 0 4 3 Queuing Penalty (veh) 0 2 16 3 1 0 0 2 5 Intersection: 1: Cedar Avenue & 147th Street Movement SB SB SB SB SB Directions Served L T T T R Maximum Queue (ft) 440 659 659 627 315 Average Queue (ft) 246 388 377 354 67 95th Queue (ft) 399 595 579 559 244 Link Distance (ft) 1688 1688 1688 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 750 215 Storage Blk Time (%) 0 19 Queuing Penalty (veh) 1 22 Intersection: 2: Glazier Avenue & 147th Street Movement EB WB WB NB NB Directions Served TR LT T L R Maximum Queue (ft) 18 111 32 176 39 Average Queue (ft) 2 22 1 95 20 95th Queue (ft) 14 75 24 167 44 Link Distance (ft) 312 1306 1306 114 114 Upstream Blk Time (%) 12 Queuing Penalty (veh) 16 Storage Bay Dist (ft) Storage Blk Time (%) Queuing Penalty (veh) Kimley-Horn and Associates SimTraffic Report April 2017 SimTraffic Performance Report Build -Out Total Conditions (2018) Mid -Day Peak Hour Mid -Day Peak Hour 1: Cedar Avenue & 147th Street Performance by movement Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Denied Delay (hr) 0.1 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.2 0.2 0.1 0.1 Denied Del/Veh (s) 1.8 0.1 0.2 0.3 0.0 0.3 2.2 0.2 2.2 2.1 0.2 1.9 Total Delay (hr) 1.5 3.6 0.9 3.5 3.3 0.6 1.2 8.2 0.8 5.1 5.8 0.1 Total Del/Veh (s) 41.1 52.0 42.8 56.5 44.5 7.9 65.9 30.8 10.4 61.5 18.6 4.4 Vehicles Entered 132 241 74 219 261 270 61 940 258 292 1105 111 Vehicles Exited 130 241 73 219 262 271 62 939 258 293 1102 112 Hourly Exit Rate 130 241 73 219 262 271 62 939 258 293 1102 112 Input Volume 139 242 73 213 251 264 59 953 244 298 1092 106 % of Volume 93 99 100 103 104 103 105 99 106 98 101 106 Denied Entry Before 0 0 0 0 0 0 0 0 0 0 0 0 Denied Entry After 0 0 0 0 0 0 0 0 0 0 0 0 1: Cedar Avenue & 147th Street Performance by movement Movement All Denied Delay (hr) 0.7 Denied Del/Veh (s) 0.6 Total Delay (hr) 34.5 Total Del/Veh (s) 30.9 Vehicles Entered 3964 Vehicles Exited 3962 Hourly Exit Rate 3962 Input Volume 3935 %of Volume 101 Denied Entry Before 0 Denied Entry After 0 2: Glazier Avenue & 147th Street Performance by movement Movement EBT EBR WBL WBT NBL NBT NBR All Denied Delay (hr) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Denied Del/Veh (s) 0.0 0.0 0.2 0.2 0.2 0.0 0.0 0.1 Total Delay (hr) 0.2 0.2 0.1 0.1 2.8 0.0 0.0 3.5 Total Del/Veh (s) 1.6 2.2 8.3 1.2 33.2 0.6 3.2 8.0 Vehicles Entered 502 291 34 389 303 2 35 1556 Vehicles Exited 502 290 34 390 301 2 35 1554 Hourly Exit Rate 502 290 34 390 301 2 35 1554 Input Volume 501 284 36 362 306 1 39 1528 % of Volume 100 102 94 108 98 200 90 102 Denied Entry Before 0 0 0 0 0 0 0 0 Denied Entry After 0 0 0 0 0 0 0 0 Kimley-Horn and Associates SimTraffic Report April 2017 Queuing and Blocking Report Build -Out Total Conditions (2018) Mid -Day Peak Hour Mid -Day Peak Hour Intersection: 1: Cedar Avenue & 147th Street Movement EB EB EB WB WB WB WB NB NB NB NB NB Directions Served L T TR L T TR L T T TR Maximum Queue (ft) 199 248 271 223 284 230 147 184 323 293 278 204 Average Queue (ft) 90 101 136 148 113 96 53 60 213 190 137 72 95th Queue (ft) 159 183 222 234 216 181 104 128 289 265 239 142 Link Distance (ft) 2094 2094 312 312 1610 1610 1610 Upstream Blk Time (%) 0 0 Queuing Penalty (veh) 1 0 Storage Bay Dist (ft) 150 130 140 270 200 Storage Blk Time (%) 2 3 22 3 1 0 2 1 0 Queuing Penalty (veh) 2 4 28 6 2 0 1 2 0 Intersection: 1: Cedar Avenue & 147th Street Movement SB SB SB SB SB Directions Served L T T T R Maximum Queue (ft) 404 268 264 250 69 Average Queue (ft) 229 159 153 109 22 95th Queue (ft) 345 239 236 209 51 Link Distance (ft) 1688 1688 1688 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 750 215 Storage Blk Time (%) 0 Queuing Penalty (veh) 0 Intersection: 2: Glazier Avenue & 147th Street Movement EB WB WB NB NB Directions Served TR LT T L R Maximum Queue (ft) 40 103 30 188 49 Average Queue (ft) 3 23 2 121 21 95th Queue (ft) 20 77 29 195 46 Link Distance (ft) 312 1306 1306 114 114 Upstream Blk Time (%) 29 Queuing Penalty (veh) 52 Storage Bay Dist (ft) Storage Blk Time (%) Queuing Penalty (veh) Kimley-Horn and Associates SimTraffic Report April 2017 SimTraffic Performance Report Horizon Background (2030) PM Peak Hour PM Peak Hour 1: Cedar Avenue & 147th Street Performance by movement Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Denied Delay (hr) 0.1 0.0 0.0 0.0 0.0 0.0 0.0 0.1 0.1 0.3 2.8 0.2 Denied Del/Veh (s) 1.7 0.1 0.1 0.0 0.0 0.0 2.0 0.2 2.0 4.3 3.5 4.9 Total Delay (hr) 1.4 4.0 1.3 2.5 3.3 0.7 1.0 11.3 0.3 6.9 82.9 2.8 Total Del/Veh (s) 42.8 53.3 44.5 48.1 39.9 10.6 65.4 33.0 8.0 87.2 102.2 77.1 Vehicles Entered 114 262 103 184 294 243 54 1214 155 273 2853 129 Vehicles Exited 115 266 103 185 295 242 53 1209 156 276 2782 125 Hourly Exit Rate 115 266 103 185 295 242 53 1209 156 276 2782 125 Input Volume 110 254 107 181 284 248 55 1219 157 286 2882 132 % of Volume 105 105 96 102 104 97 96 99 100 97 97 95 Denied Entry Before 0 0 0 0 0 0 0 0 0 0 2 0 Denied Entry After 0 0 0 0 0 0 0 0 0 1 7 1 1: Cedar Avenue & 147th Street Performance by movement Movement All Denied Delay (hr) 3.5 Denied Del/Veh (s) 2.1 Total Delay (hr) 118.5 Total Del/Veh (s) 71.1 Vehicles Entered 5878 Vehicles Exited 5807 Hourly Exit Rate 5807 Input Volume 5915 % of Volume 98 Denied Entry Before 2 Denied Entry After 9 2: Glazier Avenue & 147th Street Performance by movement Movement EBT EBR WBL WBT NBL NBR All Denied Delay (hr) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Denied Del/Veh (s) 0.0 0.0 0.3 0.2 0.0 0.0 0.1 Total Delay (hr) 0.3 0.1 0.1 0.2 1.1 0.0 1.7 Total Del/Veh (s) 1.8 1.8 7.5 1.0 25.4 3.3 4.1 Vehicles Entered 566 132 25 565 156 29 1473 Vehicles Exited 564 132 25 565 156 29 1471 Hourly Exit Rate 564 132 25 565 156 29 1471 Input Volume 563 134 26 560 153 30 1466 % of Volume 100 98 97 101 102 97 100 Denied Entry Before 0 0 0 0 0 0 0 Denied Entry After 0 0 0 0 0 0 0 Kimley-Horn and Associates SimTraffic Report April 2017 SimTraffic Performance Report Horizon Background (2030) PM Peak Hour PM Peak Hour Total Network Performance Denied Delay (hr) 3.5 Denied DeI/Veh (s) 2.1 Total Delay (hr) 129.3 Total DeI/Veh (s) 75.9 Vehicles Entered 5932 Vehicles Exited 5871 Hourly Exit Rate 5871 Input Volume 13606 % of Volume 43 Denied Entry Before 2 Denied Entry After 9 Kimley-Horn and Associates SimTraffic Report April 2017 Queuing and Blocking Report Horizon Background (2030) PM Peak Hour PM Peak Hour Intersection: 1: Cedar Avenue & 147th Street Movement EB EB EB WB WB WB WB NB NB NB NB NB Directions Served L T TR L T TR L T T TR Maximum Queue (ft) 192 214 240 223 243 228 178 204 408 388 356 258 Average Queue (ft) 78 112 151 121 102 90 63 55 261 242 188 49 95th Queue (ft) 151 187 224 207 177 153 126 128 366 351 306 126 Link Distance (ft) 2094 2094 309 309 1610 1610 1610 Upstream Blk Time (%) 0 0 Queuing Penalty (veh) 0 0 Storage Bay Dist (ft) 150 130 140 270 200 Storage Blk Time (%) 1 4 13 2 1 0 0 7 5 Queuing Penalty (veh) 2 5 17 4 2 1 0 4 7 Intersection: 1: Cedar Avenue & 147th Street Movement SB SB SB SB SB Directions Served L T T T R Maximum Queue (ft) 850 1719 1709 1674 315 Average Queue (ft) 575 1087 1056 1015 151 95th Queue (ft) 1096 1891 1824 1751 391 Link Distance (ft) 1688 1688 1688 Upstream Blk Time (%) 8 4 5 Queuing Penalty (veh) 0 0 0 Storage Bay Dist (ft) 750 215 Storage Blk Time (%) 27 40 Queuing Penalty (veh) 78 54 Intersection: 2: Glazier Avenue & 147th Street Movement EB EB WB NB NB Directions Served T TR LT L R Maximum Queue (ft) 20 9 100 170 133 Average Queue (ft) 1 1 16 73 22 95th Queue (ft) 10 7 61 132 66 Link Distance (ft) 309 309 1309 242 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 140 Storage Blk Time (%) 2 0 Queuing Penalty (veh) 1 0 Network Summary Network wide Queuing Penalty: 174 Kimley-Horn and Associates SimTraffic Report April 2017 SimTraffic Performance Report Horizon Background (2030) Mid -Day Peak Hour Mid -Day Peak Hour 1: Cedar Avenue & 147th Street Performance by movement Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Denied Delay (hr) 0.1 0.0 0.0 0.0 0.0 0.0 0.0 0.1 0.1 0.1 0.1 0.1 Denied Del/Veh (s) 1.9 0.1 0.2 0.4 0.0 0.4 2.0 0.2 2.0 2.0 0.2 1.8 Total Delay (hr) 1.9 3.7 0.8 1.8 3.7 0.5 1.3 8.6 0.4 4.2 6.6 0.1 Total Del/Veh (s) 45.1 50.7 35.0 42.9 49.7 8.4 65.7 27.2 8.1 61.4 18.2 4.3 Vehicles Entered 152 253 81 144 258 207 71 1126 195 244 1284 116 Vehicles Exited 151 256 80 145 262 207 70 1124 195 243 1280 116 Hourly Exit Rate 151 256 80 145 262 207 70 1124 195 243 1280 116 Input Volume 157 255 82 148 265 199 66 1131 182 238 1288 119 % of Volume 96 100 97 98 99 104 106 99 107 102 99 97 Denied Entry Before 0 0 0 0 0 0 0 0 0 0 0 0 Denied Entry After 0 0 0 0 0 0 0 0 0 0 0 0 1: Cedar Avenue & 147th Street Performance by movement Movement All Denied Delay (hr) 0.6 Denied Del/Veh (s) 0.5 Total Delay (hr) 33.7 Total Del/Veh (s) 28.9 Vehicles Entered 4131 Vehicles Exited 4129 Hourly Exit Rate 4129 Input Volume 4130 %of Volume 100 Denied Entry Before 0 Denied Entry After 0 2: Glazier Avenue & 147th Street Performance by movement Movement EBT EBR WBL WBT NBL NBR All Denied Delay (hr) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Denied Del/Veh (s) 0.0 0.0 0.3 0.2 0.0 0.0 0.1 Total Delay (hr) 0.3 0.1 0.1 0.1 0.7 0.0 1.2 Total Del/Veh (s) 1.6 1.9 7.5 0.9 18.2 3.4 3.4 Vehicles Entered 568 125 31 408 139 35 1306 Vehicles Exited 567 126 31 407 140 35 1306 Hourly Exit Rate 567 126 31 407 140 35 1306 Input Volume 564 112 28 407 137 32 1280 % of Volume 101 113 112 100 102 110 102 Denied Entry Before 0 0 0 0 0 0 0 Denied Entry After 0 0 0 0 0 0 0 Kimley-Horn and Associates SimTraffic Report April 2017 SimTraffic Performance Report Horizon Background (2030) Mid -Day Peak Hour Mid -Day Peak Hour Total Network Performance Denied Delay (hr) 0.6 Denied DeI/Veh (s) 0.5 Total Delay (hr) 38.7 Total DeI/Veh (s) 32.4 Vehicles Entered 4196 Vehicles Exited 4188 Hourly Exit Rate 4188 Input Volume 9774 % of Volume 43 Denied Entry Before 0 Denied Entry After 0 Kimley-Horn and Associates SimTraffic Report April 2017 Queuing and Blocking Report Horizon Background (2030) Mid -Day Peak Hour Mid -Day Peak Hour Intersection: 1: Cedar Avenue & 147th Street Movement EB EB EB WB WB WB WB NB NB NB NB NB Directions Served L T TR L T TR L T T TR Maximum Queue (ft) 204 191 223 209 209 188 164 165 323 311 256 116 Average Queue (ft) 101 102 131 92 107 95 50 65 220 200 147 49 95th Queue (ft) 175 174 205 166 175 156 106 128 306 286 248 90 Link Distance (ft) 2094 2094 309 309 1610 1610 1610 Upstream Blk Time (%) 0 Queuing Penalty (veh) 0 Storage Bay Dist (ft) 150 130 140 270 200 Storage Blk Time (%) 4 2 5 4 2 2 2 Queuing Penalty (veh) 5 4 7 6 4 1 3 Intersection: 1: Cedar Avenue & 147th Street Movement SB SB SB SB SB Directions Served L T T T R Maximum Queue (ft) 358 262 276 219 56 Average Queue (ft) 193 179 172 129 20 95th Queue (ft) 306 246 246 216 45 Link Distance (ft) 1688 1688 1688 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 750 215 Storage Blk Time (%) 0 Queuing Penalty (veh) 0 Intersection: 2: Glazier Avenue & 147th Street Movement EB WB NB NB Directions Served TR LT L R Maximum Queue (ft) 13 96 138 54 Average Queue (ft) 0 18 59 21 95th Queue (ft) 5 63 107 46 Link Distance (ft) 309 1309 242 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 140 Storage Blk Time (%) 0 Queuing Penalty (veh) 0 Network Summary Network wide Queuing Penalty: 30 Kimley-Horn and Associates SimTraffic Report April 2017 SimTraffic Performance Report Horizon Year Build (2030) PM Peak Hour PM Peak Hour 1: Cedar Avenue & 147th Street Performance by movement Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Denied Delay (hr) 0.1 0.0 0.0 0.0 0.0 0.0 0.0 0.1 0.1 1.5 11.7 0.6 Denied Del/Veh (s) 1.8 0.1 0.2 0.0 0.0 0.0 2.0 0.2 2.0 16.2 14.7 15.4 Total Delay (hr) 1.3 3.9 1.7 3.3 3.1 0.9 0.9 12.8 0.9 9.4 91.3 3.2 Total Del/Veh (s) 39.3 53.4 55.6 53.4 38.3 10.6 66.9 38.7 15.1 100.5 114.2 88.0 Vehicles Entered 112 257 107 218 291 292 50 1180 205 329 2813 128 Vehicles Exited 113 259 105 219 292 293 49 1169 200 316 2737 123 Hourly Exit Rate 113 259 105 219 292 293 49 1169 200 316 2737 123 Input Volume 110 261 107 221 299 290 55 1194 197 328 2857 132 % of Volume 103 99 98 99 98 101 89 98 101 96 96 93 Denied Entry Before 0 0 0 0 0 0 0 0 0 0 0 0 Denied Entry After 0 0 0 0 0 0 0 0 0 4 40 1 1: Cedar Avenue & 147th Street Performance by movement Movement All Denied Delay (hr) 14.0 Denied Del/Veh (s) 8.4 Total Delay (hr) 132.8 Total Del/Veh (s) 78.3 Vehicles Entered 5982 Vehicles Exited 5875 Hourly Exit Rate 5875 Input Volume 6051 % of Volume 97 Denied Entry Before 0 Denied Entry After 45 2: Glazier Avenue & 147th Street Performance by movement Movement EBT EBR WBL WBT NBL NBT NBR All Denied Delay (hr) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.1 Denied Del/Veh (s) 0.0 0.0 0.2 0.2 0.5 0.0 0.0 0.1 Total Delay (hr) 0.3 0.4 0.1 0.3 4.2 0.0 0.0 5.4 Total Del/Veh (s) 2.1 7.3 15.6 2.1 63.0 0.4 3.8 11.9 Vehicles Entered 560 216 27 565 235 2 31 1636 Vehicles Exited 556 213 28 562 233 2 31 1625 Hourly Exit Rate 556 213 28 562 233 2 31 1625 Input Volume 563 223 31 560 242 1 35 1655 % of Volume 99 96 91 100 96 160 89 98 Denied Entry Before 0 0 0 0 0 0 0 0 Denied Entry After 0 0 0 0 0 0 0 0 Kimley-Horn and Associates SimTraffic Report April 2017 Queuing and Blocking Report Horizon Year Build (2030) PM Peak Hour PM Peak Hour Intersection: 1: Cedar Avenue & 147th Street Movement EB EB EB WB WB WB WB NB NB NB NB NB Directions Served L T TR L T T R L T T T R Maximum Queue (ft) 204 273 300 225 304 197 178 193 422 428 398 290 Average Queue (ft) 78 124 165 145 114 89 70 53 277 255 203 72 95th Queue (ft) 158 230 266 231 244 174 137 124 383 362 305 169 Link Distance (ft) 2094 2094 312 312 1610 1610 1610 Upstream Blk Time (%) 1 0 Queuing Penalty (veh) 4 0 Storage Bay Dist (ft) 150 130 140 270 200 Storage Blk Time (%) 1 4 20 2 1 1 10 5 2 Queuing Penalty (veh) 1 4 25 5 3 1 5 10 7 Intersection: 1: Cedar Avenue & 147th Street Movement SB SB SB SB SB Directions Served L T T T R Maximum Queue (ft) 850 1603 1587 1586 315 Average Queue (ft) 615 1172 1158 1125 162 95th Queue (ft) 1103 1940 1910 1873 403 Link Distance (ft) 1688 1688 1688 Upstream Blk Time (%) 15 10 12 Queuing Penalty (veh) 0 0 0 Storage Bay Dist (ft) 750 215 Storage Blk Time (%) 0 31 43 Queuing Penalty (veh) 3 102 57 Intersection: 2: Glazier Avenue & 147th Street Movement EB EB WB WB NB NB Directions Served T TR LT T L R Maximum Queue (ft) 39 97 190 107 193 45 Average Queue (ft) 2 12 30 5 140 20 95th Queue (ft) 25 100 105 53 217 45 Link Distance (ft) 312 312 1306 1306 114 114 Upstream Blk Time (%) 3 52 Queuing Penalty (veh) 10 73 Storage Bay Dist (ft) Storage Blk Time (%) Queuing Penalty (veh) Kimley-Horn and Associates SimTraffic Report April 2017 SimTraffic Performance Report Horizon Year Build (2030) Mid -Day Peak Hour Mid -Day Peak Hour 1: Cedar Avenue & 147th Street Performance by movement Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Denied Delay (hr) 0.1 0.0 0.0 0.0 0.0 0.0 0.0 0.1 0.2 0.2 0.1 0.1 Denied Del/Veh (s) 1.8 0.1 0.1 0.4 0.0 0.4 2.0 0.2 2.1 1.9 0.2 1.8 Total Delay (hr) 2.2 4.3 0.9 3.5 3.5 0.7 1.2 10.4 1.0 6.1 7.2 0.2 Total Del/Veh (s) 47.5 55.5 43.3 55.7 45.4 8.6 69.6 34.6 12.7 66.8 20.8 4.6 Vehicles Entered 159 271 75 218 274 282 61 1061 289 319 1226 117 Vehicles Exited 159 270 76 218 274 281 60 1063 287 323 1223 118 Hourly Exit Rate 159 270 76 218 274 281 60 1063 287 323 1223 118 Input Volume 157 271 82 230 281 286 66 1080 264 325 1237 119 % of Volume 101 100 92 95 98 98 91 98 109 99 99 99 Denied Entry Before 0 0 0 0 0 0 0 0 0 0 0 0 Denied Entry After 0 0 0 0 0 0 0 0 0 0 0 0 1: Cedar Avenue & 147th Street Performance by movement Movement All Denied Delay (hr) 0.7 Denied Del/Veh (s) 0.6 Total Delay (hr) 41.0 Total Del/Veh (s) 33.4 Vehicles Entered 4352 Vehicles Exited 4352 Hourly Exit Rate 4352 Input Volume 4397 % of Volume 99 Denied Entry Before 0 Denied Entry After 0 2: Glazier Avenue & 147th Street Performance by movement Movement EBT EBR WBL WBT NBL NBT NBR All Denied Delay (hr) 0.0 0.0 0.0 0.0 0.3 0.0 0.0 0.3 Denied Del/Veh (s) 0.0 0.0 0.2 0.2 3.7 0.0 0.0 0.7 Total Delay (hr) 0.3 0.2 0.2 0.2 4.9 0.0 0.0 5.8 Total Del/Veh (s) 1.7 2.4 12.8 2.1 56.4 0.4 3.6 12.5 Vehicles Entered 568 312 42 395 309 3 42 1671 Vehicles Exited 569 313 43 394 309 3 42 1673 Hourly Exit Rate 569 313 43 394 309 3 42 1673 Input Volume 562 297 39 407 322 2 43 1672 % of Volume 101 105 110 97 96 171 98 100 Denied Entry Before 0 0 0 0 0 0 0 0 Denied Entry After 0 0 0 0 1 0 0 1 Kimley-Horn and Associates SimTraffic Report April 2017 Queuing and Blocking Report Horizon Year Build (2030) Mid -Day Peak Hour Mid -Day Peak Hour Intersection: 1: Cedar Avenue & 147th Street Movement EB EB EB WB WB WB WB NB NB NB NB NB Directions Served L T TR L T TR L T T TR Maximum Queue (ft) 242 243 284 229 291 210 169 216 372 347 277 186 Average Queue (ft) 110 118 152 150 122 101 62 64 248 224 171 76 95th Queue (ft) 190 205 228 229 232 170 131 139 338 315 270 132 Link Distance (ft) 2094 2094 312 312 1610 1610 1610 Upstream Blk Time (%) 0 0 Queuing Penalty (veh) 0 0 Storage Bay Dist (ft) 150 130 140 270 200 Storage Blk Time (%) 5 4 23 4 2 0 0 5 3 0 Queuing Penalty (veh) 7 6 32 9 4 1 0 3 7 1 Intersection: 1: Cedar Avenue & 147th Street Movement SB SB SB SB SB Directions Served L T T T R Maximum Queue (ft) 479 280 287 250 63 Average Queue (ft) 271 182 177 141 20 95th Queue (ft) 443 267 263 239 46 Link Distance (ft) 1688 1688 1688 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 750 215 Storage Blk Time (%) 0 Queuing Penalty (veh) 0 Intersection: 2: Glazier Avenue & 147th Street Movement EB WB WB NB NB Directions Served TR LT T L R Maximum Queue (ft) 56 144 29 190 50 Average Queue (ft) 5 39 1 156 22 95th Queue (ft) 29 105 21 219 49 Link Distance (ft) 312 1306 1306 114 114 Upstream Blk Time (%) 66 Queuing Penalty (veh) 121 Storage Bay Dist (ft) Storage Blk Time (%) Queuing Penalty (veh) Kimley-Horn and Associates SimTraffic Report April 2017 SimTraffic Performance Report Horizon Year Build (2030) MITIGATION Mid -Day Peak Hour Mid -Day Peak Hour 1: Cedar Avenue & 147th Street Performance by movement Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Denied Delay (hr) 0.1 0.0 0.0 0.0 0.0 0.0 0.0 0.1 0.1 0.2 0.1 0.1 Denied Del/Veh (s) 1.7 0.1 0.2 0.1 0.0 0.2 2.2 0.2 2.0 2.0 0.2 1.8 Total Delay (hr) 2.1 4.4 1.0 4.3 4.1 0.9 1.4 10.9 0.8 6.2 7.6 0.2 Total Del/Veh (s) 49.6 56.8 42.3 66.7 51.6 11.3 71.8 36.3 11.4 65.5 21.9 5.2 Vehicles Entered 147 276 80 230 283 279 70 1070 258 337 1235 130 Vehicles Exited 148 273 80 228 279 279 68 1070 255 335 1242 129 Hourly Exit Rate 148 273 80 228 279 279 68 1070 255 335 1242 129 Input Volume 157 271 82 230 281 286 66 1080 264 325 1237 119 % of Volume 94 101 97 99 99 98 103 99 97 103 100 108 Denied Entry Before 0 0 0 0 0 0 0 0 0 0 0 0 Denied Entry After 0 0 0 0 0 0 0 0 0 0 0 0 1: Cedar Avenue & 147th Street Performance by movement Movement All Denied Delay (hr) 0.7 Denied Del/Veh (s) 0.5 Total Delay (hr) 44.0 Total Del/Veh (s) 35.5 Vehicles Entered 4395 Vehicles Exited 4386 Hourly Exit Rate 4386 Input Volume 4397 %of Volume 100 Denied Entry Before 0 Denied Entry After 0 2: Glazier Avenue & 147th Street Performance by movement Movement EBT EBR WBL WBT NBT NBR All Denied Delay (hr) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Denied Del/Veh (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay (hr) 0.3 0.2 0.1 0.3 0.0 0.8 1.8 Total Del/Veh (s) 2.2 2.4 9.8 1.6 3.0 8.5 3.2 Vehicles Entered 570 294 35 771 1 351 2022 Vehicles Exited 571 294 35 771 1 351 2023 Hourly Exit Rate 571 294 35 771 1 351 2023 Input Volume 562 297 39 774 1 365 2038 % of Volume 102 99 90 100 100 96 99 Denied Entry Before 0 0 0 0 0 0 0 Denied Entry After 0 0 0 0 0 0 0 Kimley-Horn and Associates SimTraffic Report April 2017 SimTraffic Performance Report Horizon Year Build (2030) MITIGATION Mid -Day Peak Hour Mid -Day Peak Hour Total Zone Performance Denied Delay (hr) 0.7 Denied DeI/Veh (s) 0.7 Total Delay (hr) 45.9 Total DeI/Veh (s) 922.3 Vehicles Entered 3646 Vehicles Exited 97 Hourly Exit Rate 97 Input Volume 6435 %of Volume 2 Denied Entry Before 0 Denied Entry After 0 Kimley-Horn and Associates SimTraffic Report April 2017 Queuing and Blocking Report Horizon Year Build (2030) MITIGATION Mid -Day Peak Hour Mid -Day Peak Hour Intersection: 1: Cedar Avenue & 147th Street Movement EB EB EB WB WB WB WB NB NB NB NB NB Directions Served L T TR L T TR L T T TR Maximum Queue (ft) 228 272 270 287 299 232 190 205 391 364 296 198 Average Queue (ft) 108 126 150 178 122 115 77 69 250 229 178 71 95th Queue (ft) 188 224 246 277 244 192 154 139 343 318 276 136 Link Distance (ft) 2094 2094 317 317 1610 1610 1610 Upstream Blk Time (%) 0 1 0 Queuing Penalty (veh) 0 4 0 Storage Bay Dist (ft) 150 200 140 270 200 Storage Blk Time (%) 4 6 14 0 5 1 5 3 Queuing Penalty (veh) 5 10 20 1 14 1 3 7 Intersection: 1: Cedar Avenue & 147th Street Movement SB SB SB SB SB Directions Served L T T T R Maximum Queue (ft) 462 312 290 260 70 Average Queue (ft) 275 195 187 150 24 95th Queue (ft) 424 273 264 242 54 Link Distance (ft) 1688 1688 1688 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 750 215 Storage Blk Time (%) 1 Queuing Penalty (veh) 1 Intersection: 2: Glazier Avenue & 147th Street Movement EB WB WB NB Directions Served TR LT T R Maximum Queue (ft) 57 138 94 168 Average Queue (ft) 8 34 4 79 95th Queue (ft) 34 102 38 143 Link Distance (ft) 317 160 160 116 Upstream Blk Time (%) 0 0 4 Queuing Penalty (veh) 0 0 14 Storage Bay Dist (ft) Storage Blk Time (%) Queuing Penalty (veh) Zone Summary Zone wide Queuing Penalty: 80 Kimley-Horn and Associates SimTraffic Report April 2017 SimTraffic Performance Report Horizon Year Build (2030) MITIGATION PM Peak Hour PM Peak Hour 1: Cedar Avenue & 147th Street Performance by movement Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Denied Delay (hr) 0.1 0.0 0.0 0.0 0.0 0.0 0.0 0.1 0.1 2.0 15.7 0.8 Denied Del/Veh (s) 1.8 0.1 0.2 0.0 0.0 0.0 1.9 0.2 2.0 21.5 19.8 21.5 Total Delay (hr) 1.3 4.4 1.5 3.9 3.7 1.1 1.0 13.0 0.5 8.8 89.2 3.2 Total Del/Veh (s) 41.3 56.6 46.5 60.3 37.2 13.2 69.1 37.8 9.7 94.5 111.8 87.1 Vehicles Entered 108 272 111 224 347 287 51 1209 192 329 2801 129 Vehicles Exited 109 273 112 225 347 287 50 1209 192 320 2737 126 Hourly Exit Rate 109 273 112 225 347 287 50 1209 192 320 2737 126 Input Volume 110 261 107 221 335 290 55 1191 197 328 2857 132 % of Volume 99 105 105 102 104 99 91 102 97 98 96 95 Denied Entry Before 0 0 0 0 0 0 0 0 0 1 1 0 Denied Entry After 0 0 0 0 0 0 0 0 0 5 51 2 1: Cedar Avenue & 147th Street Performance by movement Movement All Denied Delay (hr) 18.8 Denied Del/Veh (s) 11.0 Total Delay (hr) 131.4 Total Del/Veh (s) 76.3 Vehicles Entered 6060 Vehicles Exited 5987 Hourly Exit Rate 5987 Input Volume 6084 % of Volume 98 Denied Entry Before 2 Denied Entry After 58 2: Glazier Avenue & 147th Street Performance by movement Movement EBT EBR WBL WBT NBT NBR All Denied Delay (hr) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Denied Del/Veh (s) 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay (hr) 0.4 0.1 0.1 0.4 0.0 0.5 1.6 Total Del/Veh (s) 2.3 2.2 11.1 1.7 7.4 2.9 Vehicles Entered 558 231 30 864 0 261 1944 Vehicles Exited 560 230 29 863 0 261 1943 Hourly Exit Rate 560 230 29 863 0 261 1943 Input Volume 568 223 31 848 0 277 1947 % of Volume 99 103 94 102 0 94 100 Denied Entry Before 0 0 0 0 0 0 0 Denied Entry After 0 0 0 0 0 0 0 Kimley-Horn and Associates SimTraffic Report April 2017 SimTraffic Performance Report Horizon Year Build (2030) MITIGATION PM Peak Hour PM Peak Hour Total Zone Performance Denied Delay (hr) 18.8 Denied DeI/Veh (s) 12.8 Total Delay (hr) 132.9 Total DeI/Veh (s) 1509.3 Vehicles Entered 5226 Vehicles Exited 100 Hourly Exit Rate 100 Input Volume 8031 %of Volume 1 Denied Entry Before 2 Denied Entry After 58 Kimley-Horn and Associates SimTraffic Report April 2017 Queuing and Blocking Report Horizon Year Build (2030) MITIGATION PM Peak Hour PM Peak Hour Intersection: 1: Cedar Avenue & 147th Street Movement EB EB EB WB WB WB WB NB NB NB NB NB Directions Served L T TR L T TR L T T TR Maximum Queue (ft) 186 224 307 254 264 243 188 218 426 393 339 252 Average Queue (ft) 71 124 166 174 122 106 83 58 279 254 204 62 95th Queue (ft) 138 205 266 279 254 189 160 150 381 354 303 150 Link Distance (ft) 2094 2094 317 317 1610 1610 1610 Upstream Blk Time (%) 0 1 0 Queuing Penalty (veh) 0 4 0 Storage Bay Dist (ft) 150 200 140 270 200 Storage Blk Time (%) 1 6 12 0 2 2 0 10 6 Queuing Penalty (veh) 1 7 16 1 7 2 0 5 13 Intersection: 1: Cedar Avenue & 147th Street Movement SB SB SB SB SB Directions Served L T T T R Maximum Queue (ft) 850 1596 1594 1583 315 Average Queue (ft) 573 1132 1125 1096 147 95th Queue (ft) 1061 1904 1882 1857 386 Link Distance (ft) 1688 1688 1688 Upstream Blk Time (%) 16 11 13 Queuing Penalty (veh) 0 0 0 Storage Bay Dist (ft) 750 215 Storage Blk Time (%) 27 44 Queuing Penalty (veh) 90 58 Intersection: 2: Glazier Avenue & 147th Street Movement EB WB WB NB Directions Served TR LT T R Maximum Queue (ft) 41 143 98 149 Average Queue (ft) 2 32 4 67 95th Queue (ft) 18 103 45 116 Link Distance (ft) 317 160 160 116 Upstream Blk Time (%) 0 0 1 Queuing Penalty (veh) 1 1 3 Storage Bay Dist (ft) Storage Blk Time (%) Queuing Penalty (veh) Zone Summary Zone wide Queuing Penalty: 208 Kimley-Horn and Associates SimTraffic Report April 2017 LANE SUMMARY Site: 101 [147th & Glazier 2030 Mid Build] 174th Street & Glazier Avenue (North) 2030 Horizon Total with Mitigation (Mid -Day) Roundabout Lane Use and Performance Demand Flows Total HV Cap. veh/h % veh/h Deg. Lane Average Satn Util. Delay v/c % sec Level of Service 95% Back of Queue Veh Dist ft Lane Lane Cap. Prob. Config Length Adj. Block. ft 0/0 South: Private Driveway Lane 1d Approach 60 2.0 445 0.135 100 10.0 LOS B 60 2.0 0.135 10.0 LOS B East: 147th Street W Lane 1 236 2.0 789 0.300 100 8.0 LOS A Lane 2d 238 2.0 793 0.300 100 8.0 LOS A Approach 474 2.0 0.300 8.0 LOS A North: Glazier Avenue (North) Lane 1d 91 2.0 447 0.204 100 11.1 LOS B Approach 91 2.0 0.204 11.1 LOS B West: 147th Street W Lane 1d 454 2.0 1127 0.403 100 7.3 LOS A Lane 2 451 2.0 1127 0.400 995 7.3 LOS A Approach 904 2.0 0.403 7.3 LOS A Intersection 1530 2.0 0.403 7.9 LOS A 0.5 12.7 Full 1600 0.0 0.0 0.5 12.7 1.8 46.1 Full 1600 0.0 0.0 1.8 46.2 Full 1600 0.0 0.0 1.8 46.2 0.8 21.2 Full 1600 0.0 0.0 0.8 21.2 2.9 74.8 Full 1600 0.0 0.0 2.9 74.0 Full 1600 0.0 0.0 2.9 74.8 2.9 74.8 Site Level of Service (LOS) Method: Delay & v/c (HCM 2010). Site LOS Method is specified in the Parameter Settings dialog (Site tab). Roundabout LOS Method: Same as Sign Control. Lane LOS values are based on average delay and v/c ratio (degree of saturation) per lane. LOS F will result if v/c > 1 irrespective of lane delay value (does not apply for approaches and intersection). Intersection and Approach LOS values are based on average delay for all lanes (v/c not used as specified in HCM 2010). Roundabout Capacity Model: SIDRA Standard. HCM Delay Formula option is used. Control Delay does not include Geometric Delay since Exclude Geometric Delay option applies Gap -Acceptance Capacity: SIDRA Standard (Ak9elik M3D). HV (%) values are calculated for All Movement Classes of All Heavy Vehicle Model Designation. 5 Lane under -utilisation found by the program d Dominant lane on roundabout approach SIDRA INTERSECTION 7.0 1 Copyright © 2000-2016 Akcelik and Associates Pty Ltd 1 sidrasolutions.com Organisation: KIMLEY-HORN & ASSOCIATES INC 1 Processed: Tuesday, June 20, 2017 2:46:29 PM Project: C:\Users\doug.arnold\Desktop\Project1.sip7 LANE SUMMARY V Site: 101 [147th & Glazier 2030 PM Build] 174th Street & Glazier Avenue (North) 2030 Horizon Total with Mitigation Roundabout Lane Use and Performance Demand Flows Total HV Cap. veh/h % veh/h Deg. Lane Average Satn Util. Delay v/c % sec Level of Service 95% Back of Queue Veh Dist ft Lane Lane Cap. Prob. Config Length Adj. Block. ft 0/0 South: Private Driveway Lane 1 d Approach 87 87 2.0 449 0.194 100 10.9 LOS B 2.0 0.194 10.9 LOS B East: 147th Street W Lane 1 299 2.0 853 0.350 100 8.2 LOS A Lane 2d 299 2.0 853 0.350 100 8.2 LOS A Approach 598 2.0 0.350 8.2 LOS A North: Glazier Avenue (North) Lane 1 d 108 2.0 430 0.250 100 12.4 LOS B Approach 108 2.0 0.250 12.4 LOS B West: 147th Street W Lane 1 447 2.0 1139 0.393 100 7.2 LOS A Lane 2d 447 2.0 1139 0.393 100 7.2 LOS A Approach 895 2.0 0.393 7.2 LOS A Intersection 1687 2.0 0.393 8.1 LOS A 0.7 18.5 Full 1600 0.0 0.0 0.7 18.5 2.2 55.5 Full 1600 0.0 0.0 2.2 55.5 Full 1600 0.0 0.0 2.2 55.5 1.0 26.1 Full 1600 0.0 0.0 1.0 26.1 2.9 73.1 Full 1600 0.0 0.0 2.9 73.1 Full 1600 0.0 0.0 2.9 73.1 2.9 73.1 Site Level of Service (LOS) Method: Delay & v/c (HCM 2010). Site LOS Method is specified in the Parameter Settings dialog (Site tab). Roundabout LOS Method: Same as Sign Control. Lane LOS values are based on average delay and v/c ratio (degree of saturation) per lane. LOS F will result if v/c > 1 irrespective of lane delay value (does not apply for approaches and intersection). Intersection and Approach LOS values are based on average delay for all lanes (v/c not used as specified in HCM 2010). Roundabout Capacity Model: SIDRA Standard. HCM Delay Formula option is used. Control Delay does not include Geometric Delay since Exclude Geometric Delay option applies Gap -Acceptance Capacity: SIDRA Standard (Ak9elik M3D). HV (%) values are calculated for All Movement Classes of All Heavy Vehicle Model Designation. d Dominant lane on roundabout approach SIDRA INTERSECTION 7.0 1 Copyright © 2000-2016 Akcelik and Associates Pty Ltd 1 sidrasolutions.com Organisation: KIMLEY-HORN & ASSOCIATES INC 1 Processed: Tuesday, June 20, 2017 2:37:03 PM Project: C:\Users\doug.arnold\Desktop\Project1.sip7 Copyright © 2017 University of Florida. All Rights Reserved. HCS7TM Roundabouts Version 7.2 147th & Glazier (North) 2030 MID Build.xro 6/20/2017 1:58:24 PM General Information Site Information Analyst DMA Intersection 147th Street W & Glazier Avenue (North) Agency or Co. Kimley-Horn E/W Street Name 147th Street W Date Performed 6/19/2017 N/S Street Name Glazier Avenue Analysis Year 2030 Analysis Time Period (hrs) 0.25 Time Analyzed MID Peak Hour Peak Hour Factor 0.93 Project Description Portillos Development Jurisdiction Apple Valley, MN Volume Adjustments and Site Characteristics Approach EB WB NB SB Movement U L T R U L T R U L T R 1 U L T R Number of Lanes (N) 0 0 2 0 0 0 2 0 0 0 1 0 0 0 1 0 Lane Assignment LT TR LT TR LTR LTR Volume (V), veh/h 357 65 408 35 0 30 396 15 0 30 0 25 0 64 0 20 Percent Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 Flow Rate (vPCE), pc/h 392 71 447 38 0 33 434 16 0 33 0 27 0 70 0 22 Right-Turn Bypass None None None None Conflicting Lanes 1 1 2 2 Pedestrians Crossing, p/h 0 0 0 0 Critical and Follow-Up Headway Adjustment Approach EB WB NB SB Lane Left Right Bypass Left Right Bypass Left Right Bypass Left Right Bypass Critical Headway (s) 4.5436 4.5436 4.5436 4.5436 4.3276 4.3276 Follow-Up Headway (s) 2.5352 2.5352 2.5352 2.5352 2.5352 2.5352 Flow Computations, Capacity and v/c Ratios Approach EB WB NB SB Lane Left Right Bypass Left Right Bypass Left Right Bypass Left Right Bypass Entry Flow (ve), pc/h 446 502 227 256 60 92 Entry Volume veh/h 437 493 223 251 59 90 Circulating Flow (vc), pc/h 103 496 980 892 Exiting Flow (vex), pc/h 544 881 87 71 Capacity (cpce), pc/h 1293 1293 904 904 617 665 Capacity (c), veh/h 1268 1268 886 886 605 652 v/c Ratio (x) 0.34 0.39 0.25 0.28 0.10 0.14 Delay and Level of Service Approach EB WB NB SB Lane Left 1 Right 1 Bypass Left 1 Right 1 Bypass Left 1 Right 1 Bypass Left Right �` , Bypass Lane Control Delay (d), s/veh 6.0 6.6 6.7 7.1 7.1 7.1 Lane LOS A A A A A A 95% Queue, veh 1.6 1.9 1.0 1.2 0.3 0.5 Approach Delay, s/veh 6.3 6.9 7.1 7.1 Approach LOS A A A A Intersection Delay, s/veh 1 LOS 6.6 A Copyright © 2017 University of Florida. All Rights Reserved. HCS7TM Roundabouts Version 7.2 147th & Glazier (North) 2030 MID Build.xro 6/20/2017 1:58:24 PM Copyright © 2017 University of Florida. All Rights Reserved. HCS7TM Roundabouts Version 7.2 147th & Glazier (North) 2030 PM Build.xro 6/20/2017 2:30:53 PM General Information Site Information Analyst DMA Intersection 147th Street W & Glazier Avenue (North) Agency or Co. Kimley-Horn E/W Street Name 147th Street W Date Performed 6/19/2017 N/S Street Name Glazier Avenue Analysis Year 2030 Analysis Time Period (hrs) 0.25 Time Analyzed PM Peak Hour Peak Hour Factor 0.93 Project Description Portillos Development Jurisdiction Apple Valley, MN Volume Adjustments and Site Characteristics Approach EB WB NB SB Movement U L T R U L T R U L T R 1 U L T R Number of Lanes (N) 0 0 2 0 0 0 2 0 0 0 1 0 0 0 1 0 Lane Assignment LT TR LT TR LTR LTR Volume (V), veh/h 279 62 466 25 0 25 511 20 0 40 0 40 0 59 1 40 Percent Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 Flow Rate (vPCE), pc/h 306 68 511 27 0 27 560 22 0 44 0 44 0 65 1 44 Right-Turn Bypass None None None None Conflicting Lanes 1 1 2 2 Pedestrians Crossing, p/h 0 0 0 0 Critical and Follow-Up Headway Adjustment Approach EB WB NB SB Lane Left Right Bypass Left Right Bypass Left Right Bypass Left Right Bypass Critical Headway (s) 4.5436 4.5436 4.5436 4.5436 4.3276 4.3276 Follow-Up Headway (s) 2.5352 2.5352 2.5352 2.5352 2.5352 2.5352 Flow Computations, Capacity and v/c Ratios Approach EB WB NB SB Lane Left Right Bypass Left Right Bypass Left Right Bypass Left Right Bypass Entry Flow (ve), pc/h 429 483 286 323 88 110 Entry Volume veh/h 420 474 281 316 86 108 Circulating Flow (vc), pc/h 93 418 950 937 Exiting Flow (vex), pc/h 620 954 90 55 Capacity (cpce), pc/h 1305 1305 971 971 633 640 Capacity (c), veh/h 1279 1279 952 952 621 628 v/c Ratio (x) 0.33 0.37 0.29 0.33 0.14 0.17 Delay and Level of Service Approach EB WB NB SB Lane Left 1 Right 1 Bypass Left 1 Right 1 Bypass Left 1 Right 1 Bypass Left Right �` , Bypass Lane Control Delay (d), s/veh 5.8 6.3 6.8 7.3 7.4 7.8 Lane LOS A A A A A A 95% Queue, veh 1.4 1.7 1.2 1.5 0.5 0.6 Approach Delay, s/veh 6.1 7.1 7.4 7.8 Approach LOS A A A A Intersection Delay, s/veh 1 LOS 6.6 A Copyright © 2017 University of Florida. All Rights Reserved. HCS7TM Roundabouts Version 7.2 147th & Glazier (North) 2030 PM Build.xro 6/20/2017 2:30:53 PM Kimley»> Horn ATTACHMENT 4: ROUNDABOUT LAYOUT SITE LAYOUT Site: 101 [147th & Glazier 2030 PM Build] 174th Street & Glazier Avenue (North) 2030 Horizon Total with Mitigation Roundabout 1N Glazier Avenue (North) Private Driveway ( c�r�ti��i11 (�r�►ct�r. 111t. F NCC\EFRS N LANt' kS D FSIGNERS To: Brandon Anderson, PE, City Engineer City of Apple Valley From: Matthew Pacyna, PE, Senior Associate Tom Sachi, PE, Senior Engineer Date: July 12, 2017 Subject: Portillo's Traffic Study; Apple Valley, MN Introduction Memorandum SIF No. 01710517 SRF has completed a traffic study for the proposed Portillo's restaurant development in the southeast quadrant of the Cedar Avenue/ 147th Street intersection in the City of Apple Valley (see Figure 1: Project Location). The proposed development would replace an existing single -story multi -tenant office complex that is currently on site. The main objectives of this study are to review existing operations within the study area, evaluate transportation impacts of the proposed development, and recommend any necessary improvements to accommodate the proposed development. The following information provides the assumptions, analysis, and recommendations offered for consideration. Existing Conditions Existing conditions were reviewed to establish a baseline to identify any future impacts associated with the proposed development. The evaluation of existing conditions includes driveway/intersection turning movement counts, field observations, and an intersection capacity analysis. Data Collection Peak period intersection turning movement counts were collected at the following locations the week of March 27, 2017 during the weekday midday and p.m. peak hours: • 147th Street and Ryan Development/Applebee's Driveways • 147th Street and 7493 147th Street Driveway • 147th Street and Glazier Avenue (West) • Glazier Avenue and Ryan Development Driveway • Glazier Avenue and Bank/Wings Financial Driveways Historical traffic volumes previously collected by MnDOT and Kimley-Horn and Associates, Inc. at the Cedar Avenue/ 147th Street intersection were reviewed and modified to reflect existing (year 2017) conditions. These counts were modified based on the March 2017 counts collected along 147th Street. ONE CARLSON PARKWAY, SUITE 150 I MINNEAPOLIS, MN 55447 763.475.0010 .SRFCONSULTING.COM 147th Street wi Project Location Portillo's Traffic Study City of Apple Valley 001710517 July 2017 Figure 1 Brandon Anderson, PE, City of Apple Valley Portillo's Traffic Study July 12, 2017 In addition to the intersection and driveway counts, average daily traffic volumes were collected along 147th Street (east of Glazier Avenue) and Glazier Avenue (south of 147th Street) for a one-week period between Thursday, March 23, 2017 and Wednesday, March 29, 2017. The purpose of these counts was to identify how traffic volumes change by the time -of -day, as well as by day of the week. The collected daily traffic volumes for each day of the week are summarized in Figure 2, while the average weekday and Saturday hourly traffic volume profiles are shown in Figure 3. Figure 2. Daily Traffic Volumes Vehicles per Day 12000 10000 8000 6000 4000 2000 0 Sunday Monday Tuesday Wednesday Thursday Friday Saturday • 147th Street • Glazier Avenue Figure 3. Hourly Traffic Volume Profiles (Weekday and Saturday) Volume Per Hour 1000 900 800 700 600 500 400 300 200 100 0 • 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 cv ri N m ern ifl N 00 C o ri 147th Street Weekday Glazier Avenue Weekday • • • ♦` • cL CL CL 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 N ri N m ▪ �n l0 N 00 C - ---- 147th Street Saturday - ---- Glazier Avenue Saturday Page 3 Brandon Anderson, PE, City of Apple Valley July 12, 2017 Portillo's Traffic Study The data collected along 147th Street indicates that average daily traffic volumes are relatively steady between Monday and Friday (approximately 10,000 vehicles per day), with volumes lower on Saturday and Sunday conditions. Volumes along 147th Street peak on weekdays during the late afternoon/evening period (approximately 4:00 p.m. to 5:00 p.m.), but are relatively consistent between 10:00 a.m. and 6:00 p.m. Saturday volumes along 147th Street peak between 11:00 a.m. and 1:00 p.m. However, the magnitude of the peak weekday and Saturday periods is generally similar, particularly during midday conditions. On Glazier Avenue, average weekday daily traffic volumes are near 3,100 vehicles per day. The peak weekday and Saturday periods along Glazier Avenue are consistent with the data collected along 147th Street. In addition to the traffic data collected, observations were completed to identify roadway characteristics (i.e. roadway geometry, posted speed limits, and traffic controls) and driver behavior within the study area. Cedar Avenue, a principal arterial, is primarily a six -lane divided roadway immediately adjacent to the proposed development, while 147th Street, a minor collector, is a four - lane undivided roadway. The posted speed limits along Cedar Avenue and 147th Street are 45 miles per hour (mph) and 30 mph, respectively. The Cedar Avenue/147th Street intersection is signalized, while the remaining intersections are side -street stop controlled. Existing geometrics, traffic controls, and volumes are shown in Figure 4. Intersection Capacity Analysis An existing intersection capacity analysis was completed for the weekday midday and p.m. peak hours to establish a baseline condition to which future traffic operations can be compared. Based on the data collected, the weekday midday peak period is relatively similar for the Saturday midday peak condition. Therefore, only the weekday midday peak period was reviewed. The a.m. peak hour was not evaluated since the proposed development is not expected to be open during that time and area traffic volumes are lower than the midday and p.m. peak periods. Study intersections were analyzed using Synchro/SimTraffic (Version 9). Existing signal timing data was obtained from Dakota County and included in the capacity analysis modeling. Capacity analysis results identify a Level of Service (LOS), which indicates the quality of traffic flow through an intersection. Intersections are given a ranking from LOS A through LOS F. The LOS results are based on average delay per vehicle, which correspond to the delay threshold values shown in Table 1. LOS A indicates the best traffic operation, with vehicles experiencing minimal delays. LOS F indicates an intersection where demand exceeds capacity, or a breakdown of traffic flow. Overall intersection LOS A through LOS D is generally considered acceptable in the Twin Cities Metro Area. Page 4 147th Street t t tr� .1- o (0) 4- 490(601) 147th Street (475) 508 � 4_ 389 (468) 26 (23) 147th Street Project Locatio 147th Street Ryan Dwy Dentist D Wings Dwy XX (XX) X,XXX O LEGEND - Midday Peak Hour Volume - P.M. Peak Hour Volume - Existing Average Daily Traffic - Side -Street Stop Control - Signalized Control 0,4. et IT7S' go IN 1 Existing Conditions 1,„ Portillo's Traffic Study City of Apple Valley 001710517 July 2017 Figure 4 Brandon Anderson, PE, City of Apple Valley Portillo's Traffic Study Table 1 Level of Service Criteria for Signalized and Unsignalized Intersections July 12, 2017 LOS Designation Signalized Intersection Average Delay/Vehicle (seconds) Unsignalized Intersection Average Delay/Vehicle (seconds) A LOS (Delay) <_ 10 C (24 sec.) <_ 10 B > 10-20 > 10-15 C > 20 - 35 > 15 - 25 D > 35 - 55 > 25 - 35 E > 55 - 80 > 35 - 50 F >80 >50 For side -street stop controlled intersections, special emphasis is given to providing an estimate for the level of service of the side -street approach. Traffic operations at an unsignalized intersection with side -street stop control can be described in two ways. First, consideration is given to the overall intersection level of service. This accounts for the total number of vehicles entering the intersection and the capability of the intersection to support these volumes. Second, it is important to consider the delay on the minor approach. Since the mainline does not have to stop, the majority of delay is attributed to the side -street approaches. It is typical of intersections with higher mainline traffic volumes to experience high levels of delay (i.e. poor levels of service) on the side -street approaches, but an acceptable overall intersection level of service during peak hour conditions. Results of the existing intersection capacity analysis shown in Table 2 indicate that the study intersections currently operate at an acceptable overall LOS C or better during the weekday midday and p.m. peak hours with the existing geometric layout and traffic controls. However, during the p.m. peak hour westbound left -turn queues at the Cedar Avenue/ 147th Street intersection extend beyond the available turn lane storage approximately five to 10 percent of the peak hour. In addition, eastbound queues along 147th Street at the Applebee's driveway extend approximately 90 feet during the p.m. peak hour. Although these queues do not extend to Cedar Avenue, they do create conflicts with through vehicles along 147th Street. No other significant delay or queuing issues were identified. Table 2 Existing Intersection Capacity Analysis Intersection Weekday Midday Peak Hour Weekday P.M. Peak Hour LOS (Delay) LOS (Delay) Cedar Avenue and 147th Street C (24 sec.) C (32 sec.) 147th Street and Ryan/Applebee's Driveways (1) A/B (10 sec.) A/C (15 sec.) 147th Street and 7493 147th Street Driveway (1) A/A (5 sec.) A/B (13 sec.) 147th Street and Glazier Avenue (1) A/B (12 sec.) A/C (16 sec.) Glazier Avenue and Ryan Driveway (1) A/A (6 sec.) A/A (5 sec.) Glazier Avenue and Bank/Wings Financial Driveways (1) A/A (4 sec.) A/A (4 sec.) (1) Indicates an unsignalized intersection with side -street stop control, where the overall LOS is shown followed by the worst approach LOS. The delay shown represents the worst side -street approach delay. Page 6 Brandon Anderson, PE, City of Apple Valley July 12, 2017 Portillo's Traffic Study Year 2018 No Build Conditions Since the proposed development would be expected to be completed by year 2018, a no -build condition was reviewed to determine future traffic operations if the proposed development were not constructed. The year 2018 no -build conditions accounts for historical general area background growth within the area. The following sections provide details on the background traffic forecasts and intersection capacity analysis for year 2018 no -build conditions. Background Traffic Growth To account for general background growth in the area, an annual growth rate of one percent was applied to the existing peak hour traffic volumes to develop year 2018 background traffic forecasts. This growth rate is generally consistent with historical trends within the study area and future growth projections for Dakota County. Year 2018 no build conditions traffic forecasts are shown in Figure 5. Intersection Capacity Analysis To determine if the existing roadway network can accommodate the year 2018 no build traffic forecasts, a detailed intersection capacity analysis was completed. Results of the year 2018 no -build intersection capacity analysis shown in Table 3 indicate that all study intersections are expected to operate at an acceptable overall LOS D or better during the weekday midday and p.m. peak hours with the existing roadway geometry and traffic controls. The queuing identified under existing conditions will continue but is not expected to significantly change under year 2018 no -build conditions. However, as traffic volumes along 147th Street increase, side -street access from driveways and cross -streets to 147th Street is expected to become more challenging. This may result in the need to modify access to reduce conflicts and maintain traffic operations. Table 3 Year 2018 No -Build Intersection Capacity Analysis Intersection Weekday Midday Peak Hour Weekday P.M. Peak Hour LOS (Delay) LOS (Delay) Cedar Avenue and 147th Street C (25 sec.) D (35 sec.) 147th Street and Ryan/Applebee's Driveways (1) A/B (10 sec.) A/D (31 sec.) 147th Street and 7493 147th Street Driveway (1) A/A (5 sec.) A/B (10 sec.) 147th Street and Glazier Avenue (1) A/B (13 sec.) A/C (20 sec.) Glazier Avenue and Ryan Driveway (1) A/A (6 sec.) A/A (6 sec.) Glazier Avenue and Bank/Wings Financial Driveways (1) A/A (4 sec.) A/A (4 sec.) (1) Indicates an unsignalized intersection with side -street stop control, where the overall LOS is shown followed by the worst approach LOS. The delay shown represents the worst side -street approach delay. Page 7 0 U) 0 0 0 0 0 U .5 m 0 Z co CQ } Lf� c IL cr uJ Lf) CLU) 0 0 2 147th Street .1— o (0) 4— 495(610) 147th Street (5) 5 (480) 515 � 4_ 395 (475) 30 (25) 147th Street Project Locatio 147th Street Ryan Dwy Dentist D Wings Dwy XX (XX) X,XXX O LEGEND - Midday Peak Hour Volume - P.M. Peak Hour Volume - 2018 Average Daily Traffic - Side -Street Stop Control - Signalized Control 000,77777 " Li Year 2018 No Build Conditions Portillo's Traffic Study City of Apple Valley 001710517 July 2017 Figure 5 Brandon Anderson, PE, City of Apple Valley July 12, 2017 Portillo's Traffic Study cv30 No Build Conditions A long-term no -build condition was also reviewed to identify future operations and the need for any future infrastructure improvements regardless of the proposed development. The year 2030 no -build condition accounts for a similar one (1) percent annual background growth rate within the area. The year 2030 no build conditions traffic forecasts are shown in Figure 6. Intersection Capacity Analysis To determine if the existing roadway network can accommodate the year 2030 no build traffic forecasts, a detailed intersection capacity analysis was completed. Results of the year 2030 no -build intersection capacity analysis shown in Table 4 indicate that all study intersections are expected to operate at an acceptable overall LOS D or better during the weekday midday and p.m. peak hours with the existing roadway geometry and traffic controls, except the Cedar Avenue/147th Street intersection during the p.m. peak hour. The Cedar Avenue/147th Street intersection is expected to operate at LOS E during the p.m. peak hour, with significant southbound queuing along Cedar Avenue. Table 4 Year 2030 No -Build Intersection Capacity Analysis Intersection Weekday Midday Peak Hour Weekday P.M. Peak Hour LOS (Delay) LOS (Delay) Cedar Avenue and 147th Street C (27 sec.) E (64 sec.) 147th Street and Ryan/Applebee's Driveways (1) A/B (14 sec.) A/F (57 sec.) 147th Street and 7493 147th Street Driveway (1) A/A (5 sec.) A/A (8 sec.) 147th Street and Glazier Avenue (1) A/C (19 sec.) A/D (29 sec.) Glazier Avenue and Ryan Driveway (1) A/A (5 sec.) A/A (5 sec.) Glazier Avenue and Bank/Wings Financial Driveways (1) A/A (4 sec.) A/A (4 sec.) (1) Indicates an unsignalized intersection with side -street stop control, where the overall LOS is shown followed by the worst approach LOS. The delay shown represents the worst side -street approach delay. As traffic volumes along 147th Street increase, side -street access from driveways and cross -streets to 147th Street is also expected to become more challenging, with average westbound queues extending beyond the Applebee's driveway and 95th percentile queues extending to Glazier Avenue during the p.m. peak hour. This may result in the need to modify access to reduce conflicts and maintain traffic operations. It should be noted that the northbound 95th percentile queue along Glazier Drive is expected to extend 150 feet during the p.m. peak hour. Page 9 O 00 O L.n r` c0 N N O O Cr) O (0 C) N N 147th Street 147th Street .1— o (0) 4— 560 (685) 147th Street (5) 5 (545) 580 � 4_ 445 (535) 30 (30) 147th Street Project Locatio 147th Street Ryan Dwy Dentist D Wings Dwy XX (XX) X,XXX O LEGEND - Midday Peak Hour Volume - P.M. Peak Hour Volume - 2030 Average Daily Traffic - Side -Street Stop Control - Signalized Control 000,77777 " go Year 2030 No Build Conditions ,,„ Portillo's Traffic Study City of Apple Valley 001710517 July 2017 Figure 6 Brandon Anderson, PE, City of Apple Valley July 12, 2017 Portillo's Traffic Study Proposed Development The proposed development, shown in Figure 7, is an approximate 9,000 square Portillo's Restaurant. Portillo's is a fast -casual restaurant and includes drive-thru operations. As proposed, the development would eliminate the existing access to 147th Street in favor of two -access locations along Glazier Avenue. The two driveways proposed along Glazier Avenue are located approximately 175 feet and 275 feet south of 147th Street, with the northern driveway being right -in entrance -only and the southern driveway as full -access. As previously mentioned, the proposed development was assumed to be fully operational by year 2018. Trip Generation To account for traffic impacts associated with the proposed development, a trip generation estimate for the weekday midday and p.m. peak hours, as well as on a weekday daily basis were developed. This trip generation estimate was developed using a combination of existing traffic counts collected at the site driveways, customer data provided by a previous study completed by Kenig Lindgren, O'Hara, Aboona, Inc (KLOA), and the Institute of Transportation Engineers (ITE) Trip Generation Manual, Ninth Edition. Since the proposed development is a unique land use, trips for the proposed development were primarily based on data collected at similar restaurants in Illinois. Trip rates were adjusted to account for the reduced restaurant size as compared to the Illinois restaurants. Results of the trip generation estimate, shown in Table 5, indicate the proposed development is expected to generate up to approximately 412 weekday midday peak hour, 198 weekday p.m. peak hour, and 3,050 weekday daily trips to/from the site. When subtracting vehicles that were observed currently using the existing Ryan office complex, as well as accounting for motorists already traveling along Cedar Avenue or 147th Street that will now divert their trip to the proposed development before continuing to their destination (i.e. pass -by trips), the net new system impact to the adjacent roadways is expected to be approximately 198 weekday midday peak hour, 66 weekday p.m. peak hour, and 1,175 weekday daily trips. This estimate does not include any multi -use reductions (that account for patrons that live or work within walking distance) to provide a conservative assessment. Table 5 Trip Generation Estimate Land Use Type Size Weekday Midday Peak Hour Trips Weekday P.M. Peak Hour Trips Weekday Daily Trips In Out In Out Portillo's Restaurant (1) 9,000 SF 206 206 99 99 3,050 (3) Pass -By Trip Reduction (50%) - 103 - 103 - 49 -49 -1,525 Existing Ryan Building Reduction (2) - 3 - 5 - 16 - 18 - 350 (3) Net New System Trips +100 +98 +34 +32 +1,175 (1) Based on data collected at an existing Portillo's Restaurant in Illinois (KLOA study). (2) Based on actual driveway counts collected March 28, 2017. (3) Estimated based on the ITE Trip Generation Handbook, leveraging the existing peak hour data available. Page 11 Jpo'ueld aT!S L aanfild\saanbH\Sl\L I,S01,\00001,\si.oefoad\:H a co 0 • J.8 31V0 SNOISIA3E1 °N woo 1\1,10H ATIW IH' MMM M8'WM Aaa3N�3H� d8 W80/£0 M3 3J 110 a03 03 SS1 L L6Lb SI, LS9 31\10Hd EIV 'M3'f 8 Aa NAA ,. `A311VA mule LL/OZ/90 M31�3d J,110 d03 03f1SSl Z bIISSNW'lf1Vd'1S'N8EZ311fIS'1S3M3f1N3�VAlIS2i3�INf10SSZ M3'`8 A803N`JIS30 �/�� 1ddb' NVV L ONIS3IVIOOSSV ONV NINON-A31WIN LLOZ O A2JVNIWI-132,1dNMOH0S0 V NV -Id LIS S311213dadd /9vas ,Ti UJOH(AIW!N H)UfV1 LLH'U 0cL L 2001,09,31V0 103f021d VHN Q a a w 112 NOI1Ofl ISNOO 2�Od ION - A2�VNIWd BUILDING A DATA SUMMARY AREAS Q QoO++II N UJJ icQ, Z OJU _ Z a _ O a dW Ud s' O N znW II N W ,, L. W�❑K iIn I OH ¢ Ny o Z ❑ J E (; m 1. _ m Oz F> 'a ❑0 ❑❑QgLL � ZOm>a ❑¢pm ! ~o�K¢ zm w W OOw/h Z W JZ �N w')dp ' mQQ h L )JJ c� Q -❑Q❑ aQ Q7 ❑ F O Q Q Q ' U'' Q II 1°,.' 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OV02i A1NNOO VlONVO ONV'ZZ65ZLZON O00 i p —ON dVW Atli-01HJ1,,,,- „Nf100 V-vc, m I•••I V V V (£Z ON HVS.0) 2f1N2AV &Va3O nNOV NVOO sal olaossd p oH—"a71 .l R11uqou iso 411M ao4a ossV p a/oHa71 1 uolloidopo p uollo o 4lno uao4uM luaop slw uo ao a/ aaad wl p 10 assail pa �odaad soM 11 4�I aM sol 1ua,�� Puo asodand �Ill�ads a41 X0o Pa Dual u, sa as to luawnals u, uo so aaaa Pal uasaaa su6lsap p sldaoa41 411• /a 41a, •lua. op s1a Jpo'ueld aT!S L aanfild\saanbH\Sl\L I,S01,\00001,\si.oefoad\:H a co 0 • Brandon Anderson, PE, City of Apple Valley July 12, 2017 Portillo's Traffic Study Trips generated were distributed to the study area based on the directional distribution shown in Figure 8, which was developed based on existing travel patterns. The site generated trips are shown in Figure 9 and the resultant year 2018 and year 2030 build condition traffic forecasts are shown in Figures 10 and 11, respectively. Year 2018 Build Conditions To determine any impacts associated with the proposed development, year 2018 build conditions were reviewed. The year 2018 build conditions account for historical general area background growth within the area, as well as the proposed development. Intersection Capacity Analysis To determine if the existing roadway network can accommodate year 2018 build conditions, a detailed intersection capacity analysis was completed. Results of the year 2018 build condition intersection capacity analysis shown in Table 6 indicate that all study intersections and proposed access locations are expected to operate at an acceptable overall LOS D or better during the weekday midday and p.m. peak hours. Northbound queues from the 147th Street/Glazier Avenue intersection will extend beyond the South Portillo's Driveway approximately 10 percent of the midday peak hour. The northbound queues are not expected to impact the South Portillo's Driveway during the p.m. peak hour. Additionally, the westbound left -turn queue at Cedar Avenue/ 147th Street is expected to extend beyond the available turn lane storage that is currently provided approximately 10 to 15 percent of the p.m. peak hour. Restriping this turn lane with an additional 75 feet of storage would minimize left - turn queues from extending into the westbound through lanes. Table 6 Year 2018 Build Intersection Capacity Analysis Intersection Weekday Midday Peak Hour Weekday P.M. Peak Hour LOS (Delay) LOS (Delay) Cedar Avenue and 147th Street C (27 sec.) D (37 sec.) 147th Street and Glazier Avenue (1) A/D (29 sec.) (2) Glazier Avenue and South Portillo's Driveway (1) A/A (8 sec.) A/C (18 sec.) (2) A/A (6 sec.) Glazier Avenue and Bank/Wings Financial Driveways (1) A/A (4 sec.) A/A (4 sec.) (1) Indicates an unsignalized intersection with side -street stop control, where the overall LOS is shown followed by the worst approach LOS. The delay shown represents the worst side -street approach delay. (2) Delay shown does not reflect actual delay since northbound vehicles queue beyond the North Portillo's Driveway. Page 13 -oU O O U) 0 (a 0 O U N 0 co N U) W 0) V J I- L() Q Q 0) 0) 0) r / U) U O O ^L LL 2 25% Project 147th Street 15 Location ti 1 Directional Distribution Portillo's Traffic Study City of Apple Valley 001710517 July 2017 Figure 8 H:\Projects\10000\10517\TS\Fiqures\Figure 9 Site Trips.cdr 1 k 0 (0) 4— 175 (84) (0) 0 J (25) 52 (0) 0 (0)0J (84) 175 (0) 0 (84) 175 147th Street +z. Project Location LEGEND XX -Midday Peak Hour Site Trips (XX) - P.M. Peak Hour Site Trips ��.1/21 16,1 Ri Site Trips , w,R•l, lr r, c �r� LIp ,�i� Portillo's Traffic Study City of Apple Valley 001710517 July 2017 Figure 9 147th Street 147th Street (105) 75 (555) 665 � .1— o (0) 4- 665 (680) 147th Street (565) 690 � 4_ 395 (475) 50 (30) 147th Street 147th Street Project Location O LC) CO r 0 LO tD N- r North Dvlpmnt Dwy South Dvlpmnt Dwy XX (XX) X,XXX O LEGEND - Midday Peak Hour Volume - P.M. Peak Hour Volume - 2018 Average Daily Traffic - Side -Street Stop Control - Signalized Control Dentist D LC) O Lf) 6) N O (0 Ln ti f` Wings Dwy Li Year 2018 Build Conditions Portillos Traffic Study City of Apple Valley 001710517 July 2017 Figure 10 H:\Projects\10000\10517\TS\Figures\Figure 11 Year 2030 Build Conditions.cdr O co O u ti o N N O CO LC) LC) N (f) N 147th Street 147th Street .1- o (0) 4- 730 (755) 147th Street (5) 5 (625) 755 � 4_ 445 (535) 50 (35) 147th Street LC) LC) CO CO N LC) O N CO CJ1 147th Street Project Location North Dvlpmnt Dwy South Dvlpmnt Dwy 6> 4 Yo 0 1ml' 7111, XX (XX) X,XXX O LEGEND - Midday Peak Hour Volume - P.M. Peak Hour Volume - 2030 Average Daily Traffic - Side -Street Stop Control - Signalized Control iriti, Dentist D Wings Dwy Li Year 2030 Build Conditions ,w,R•l,lrr, c �r�ti�y. ,,„ Portillo's Traffic Study City of Apple Valley 001710517 July 2017 Figure 11 Brandon Anderson, PE, City of Apple Valley July 12, 2017 Portillo's Traffic Study Year 2030 Build Conditions To determine long-term impacts associated with the proposed development, year 2030 build conditions were reviewed. The year 2030 build conditions account for historical general area background growth within the area, as well as the proposed development. Intersection Capacity Analysis To determine if the existing roadway network can accommodate year 2030 build conditions, a detailed intersection capacity analysis was completed. Results of the year 2030 build condition intersection capacity analysis shown in Table 7 indicate that delay and queuing issues are expected during the weekday midday peak hour for vehicles along Glazier Avenue that turn onto 147th Street. This results in northbound queues extending beyond the Wings Financial driveway approximately 35 percent of the midday peak hour, which impacts operations at the Bank/Wings Financial driveway. During the p.m. peak hour, no significant queuing issues along Glazier Drive are expected. However southbound queuing is expected along Cedar Avenue where the overall intersection is expected to operate at an unacceptable LOS E during the p.m. peak hour. Additionally, westbound left -turn queues at the Cedar Avenue/147th Street intersection are expected to extend to the 147th Street/ Glazier Avenue intersection approximately five (5) to 10 percent of the p.m. peak hour. Any signal timing changes implemented at the Cedar Avenue/147th Street intersection that reduce westbound splits will increase westbound queueing along 147th Street and increases the amount of time the westbound queue would impact northbound Glazier Avenue motorists. Table 7 Year 2030 Build Intersection Capacity Analysis Intersection Weekday Midday Peak Hour Weekday P.M. Peak Hour LOS (Delay) LOS (Delay) Cedar Avenue and 147th Street 147th Street and Glazier Avenue (1) Glazier Avenue and South Portillo's Driveway (1) C (31 sec.) E (69 sec.) B/E (48 sec.) (2) D/E (43 sec.) A/D (30 sec.) (2) A/A (6 sec.) Glazier Avenue and Bank/Wings Financial Driveways (1) F/F (105 sec.) A/A (4 sec.) (1) Indicates an unsignalized intersection with side -street stop control, where the overall LOS is shown followed by the worst approach LOS. The delay shown represents the worst side -street approach delay. (2) Delay shown does not reflect actual delay since northbound vehicles queue beyond the North Portillo's Driveway. Potential Improvements to Consider From a traffic operations perspective, the following options are offered for consideration: 1) Extend the median along 147th Street to the east, through Glazier Avenue, effectively converting the 147th Street/Glazier Avenue intersection to a right-in/right-out access. This would result in a change in area travel patterns, with more motorists utilizing Glazier Avenue to access either CSAH 42 or 147th Street (via Garrett Avenue) . Further analysis would be required. Page 18 Brandon Anderson, PE, City of Apple Valley July 12, 2017 Portillo's Traffic Study 2) Restrict northbound access to 147th Street from Glazier Avenue to right -turn only by constructing a roundabout or split roundabout type design, as shown in Figures 12 and 13, respectively. These configurations would require motorists along Glazier Avenue to make a U-turn maneuver to access Cedar Avenue. Preliminary investigation indicates that these options would require right- of-way within the area, particularly to continue to accommodate pedestrian facilities. a. These improvements would address the northbound Glazier Avenue issues identified. However, westbound queues from the Cedar Avenue/147th Street intersection are still expected to extend to the 147th Street/Glazier Avenue intersection, which could impact operations of the split roundabout option. 3) Other mitigation measures (such as a traffic signal) were reviewed at the 147th Street/Glazier Avenue intersection, however, they were deemed undesirable by City and/or County staff. Based on discussion with City staff, the two roundabout improvement alternatives identified are considered the most favorable to area stakeholders. However, further discussion with local stakeholders and additional design refinements are necessary to determine the specific benefits and costs associated with these alternatives. Volume Changes The traffic volumes for each scenario were reviewed to determine the change in volume from the Portillo's restaurant at the Cedar Avenue/147th Street and 147th Street/Glazier Avenue intersections. Based on the results shown in Table 8, Portillo's traffic would represent a three (3) to nine (9) percent increase in overall traffic volume at the Cedar Avenue/147th Street intersection. However, Portillo's would increase traffic volumes by up to 37 percent at the 147th Street/Glazier Avenue intersection during the midday peak hour. For the critical move (i.e. the northbound left -turn from Glazier Avenue) Portillo's would increase traffic volumes by more than 150 percent during the midday peak hour. Table 8 Intersection Volume Comparison Condition Cedar Avenue and 147th Street 147th Street and Glazier Avenue Glazier Avenue Northbound -Left -Turn Midday P.M. Midday P.M. Midday P.M. Year 2018 No Build 3,720 5,300 1,075 1,155 105 135 Year 2030 No Build 4,190 5,975 1,210 1,305 115 155 Year 2018 Build 3,960 5,395 1,460 1,325 275 210 Year 2030 Build 4,430 6,065 1,595 1,470 285 225 Site Trips 350 170 395 190 175 85 Percent Site Trips 2018 9% 3% 27% 14% 63% 40% Percent Site Trips 2030 8% 3% 25% 13% 61% 38% Page 19 pnoAe1 : bMp•inogepunoleuompeal x Pd\-ivNld\CIV00111b'\S1\LI.901.\00001\sToe[oad\:H U) 0 z Ca cn 0 " Q �< ffiAl pnoAe1 : bnnp•4nogepunoj 4!IdS p!agAH x b!d\-ivNId\civOolnV\SIV1.901.\00001\sloe ald\:H 0_ a) a 0 V 0 0 0- Cn rw ffiAl Brandon Anderson, PE, City of Apple Valley July 12, 2017 Portillo's Traffic Study Conclusions and Recommendations The following study conclusions and recommendations are offered for consideration: 1) Average daily traffic volumes along 147th Street are relatively steady between Monday and Friday (approximately 10,000 vehicles per day), with volumes lower on Saturday and Sunday conditions. 2) Volumes along 147th Street peak on weekdays during the late afternoon/evening (approximately 4:00 p.m. to 5:00 p.m.), but are relatively consistent between 10:00 a.m. and 6:00 p.m. 3) Saturday volumes along 147th Street peak between 11 a.m. and 1 p.m., although peak weekday and Saturday periods are generally similar in magnitude. 4) Average weekday daily traffic volumes along Glazier Avenue are near 3,100 vehicles per day. The peak weekday and Saturday periods along Glazier Avenue are consistent with the data collected along 147th Street. 5) Study intersections currently operate at an acceptable overall LOS C or better during the weekday midday and p.m. peak hours. a. During the p.m. peak hour, westbound left -turn queues at the Cedar Avenue/147th Street intersection extend beyond the available turn lane storage approximately five to 10 percent of the peak hour. b. Eastbound queues along 147th Street at the Applebee's driveway extend approximately 90 feet during the p.m. peak hour. Although these queues do not extend to Cedar Avenue, they do create conflicts with through vehicles along 147th Street. 6) All study intersections are expected to continue to operate at an acceptable overall LOS D or better during the weekday midday and p.m. peak hours under year 2018 no -build conditions. The queuing identified under existing conditions will continue. a. As traffic volumes along 147th Street increase, side -street access from driveways and cross -streets to 147th Street is expected to become more challenging. This may result in the need to modify access to reduce conflicts and maintain traffic operations. 7) All study intersections are expected to operate at an acceptable overall LOS D or better during the weekday midday and p.m. peak hours with the existing roadway geometry and traffic controls, except the Cedar Avenue/147th Street intersection during the p.m. peak hour under year 2030 no build conditions, which is expected to operate at a LOS E. 8) The proposed development is expected to generate up to approximately 412 weekday midday peak hour, 198 weekday p.m. peak hour, and 3,050 weekday daily trips to/from the site. a. The net new system impact to the adjacent roadways is expected to be approximately 198 weekday midday peak hour, 66 weekday p.m. peak hour, and 1,175 weekday daily trips. This estimate does not include any multi -use reductions (that account for patrons that live or work within walking distance) to provide a conservative assessment. Page 22 Brandon Anderson, PE, City of Apple Valley July 12, 2017 Portillo's Traffic Study 9) All study intersections and proposed access locations are expected to operate at an acceptable overall LOS D or better during the weekday midday and p.m. peak hours under year 2018 build conditions. a. Northbound queues from the 147th Street/Glazier Avenue intersection will extend beyond the North Portillo's Driveway approximately 10 percent of the midday peak hour. 10) Under year 2030 build conditions, delay and queuing issues are expected during the weekday midday peak hour along Glazier Avenue as northbound vehicles would have a difficult time turning onto 147th Street. a. Northbound queuing from 147th Street is expected to extend beyond the Wings Financial driveway about 35 percent of the midday peak hour. b. During the p.m. peak hour, no queuing issues along Glazier Drive are expected. However, southbound queuing along Cedar Avenue and the overall intersection is expected to operate at an unacceptable LOS E. Westbound queues along 147th Street are expected to extend to the 147th Street/Glazier Avenue intersection approximately 10 percent of the time. c. Any signal timing changes implemented at the Cedar Avenue/ 147th Street intersection that reduce westbound splits will increase westbound queues along 147th Street and increases the amount of time queues block northbound Glazier Avenue access to Cedar Avenue. 11) From a traffic operations perspective, the following options are offered for consideration: a. Extend the median along 147th Street to the east, through Glazier Avenue, effectively converting the 147th Street/Glazier Avenue intersection to a right-in/right-out access. This would result in a change in area travel patterns, with more motorists utilizing Glazier Avenue to access either CSAH 42 or 147th Street (via Garrett Avenue). b. Restrict northbound access to 147th Street to a right -turn only from Glazier Avenue and construct a roundabout or split roundabout type of design, east of Glazier Avenue, to allow vehicles to make a U-turn maneuver to access Cedar Avenue. Preliminary investigation indicates that these options would require right-of-way within the area. c. Other mitigation measures (such as a traffic signal) were reviewed at the 147th Street/Glazier Avenue intersection, however, they were deemed undesirable by City and/or County staff. 12) Based on discussion with City staff, the two roundabout improvement alternatives identified are considered the most favorable to area stakeholders. Further discussion with local stakeholders and additional design refinements are necessary to determine the specific benefits and costs associated with these alternatives. 13) Portillo's would increase traffic volumes by up to 37 percent at the 147th Street/Glazier Avenue intersection during the midday peak hour. For the critical move (i.e. the northbound left -turn from Glazier Avenue) Portillo's would increase traffic volumes by more than 150 percent. Page 23 pnoAe1 : bnnp•4nogepunoj 4!IdS p!agAH x b!d\-ivNId\civOolnV\S1\L1.901.\00001\sToaload\:H 0_ a) a 0 V 0 0 0- Cn ffiAl pnoAe1 : bMp•inogepunoleuompeal x Pd\-ivNld\CIV00111b'\S1\LI.901.\00001\sToe[oad\:H ffiAl Apple„ ITEM: PLANNING COMMISSION MEETING DATE: SECTION: 6.A. July 19, 2017 Other Business Description: 2040 Comprehensive Plan Update Staff Contact: Thomas Lovelace, City Planner ACTION REQUESTED: No action is requested. Department / Division: Community Development Department SUMMARY: On July 19, staff and SRF, the City's consultant, will provide an update to the Planning Commission on the 2040 Comprehensive Plan Update. Information expected to be presented: 1. Review of residential density analysis 2. Review of downtown design guidelines 3. Update on citizen outreach efforts BACKGROUND: N/A BUDGET IMPACT: N/A ATTACHMENTS: Memo ) IlL Consulting Group, Inc. E NGINEERS P LANNERS D ESIGNERS Memorandum SRF No. 10237 To: Tom Lovelace, City Planner City of Apple Valley From: David Sweeney, Planner Scott Harmstead, AICP - Sr. Associate Cindy Gray, AICP - Principal Date: July 5, 2017 Subject: Review of Residential Density Assumptions — DRAFT FOR REVIEW Overvic This memorandum reviews residential land acreages and densities in Apple Valley. The memo is organized into two sections, each with its own objective: 1. Existing Residential Densities — This section reviews the existing acreage distribution for very low, low, medium, and high-density residential. 2. 2040 Residential Consumption Estimates — This section provides two alternative future density arrangements that would enable the City to accommodate the Metropolitan Council's forecasted population growth. Both arrangements increase overall density. The first achieves this by emphasizing growth in medium -density housing, such as townhouse -style development. The second achieves it by increasing the acreage for high-density apartments. These arrangements may correspond to different strategies for infill and redevelopment. We have also looked at the relationship between land use and zoning. Specifically, we have compared existing densities to zoning specifications to analyze how City code is manifested in practice, and can pursue this further once the densities and land consumption estimates have been discussed and agreed upon. 1. Existing Residential Densities The Metropolitan Council has stressed that its population, household, and employment forecasts must be used throughout the comprehensive plan. Thus, one key component of the future land use plan is to allocate residential acreage that responds to forecasted housing demand. This memo aims to provide an estimate of how much residential acreage is necessary to accommodate the Met Council's forecast. Because Apple Valley is nearly built out, this acreage allocation may not be realistic for Apple Valley. If that is the case, it is useful to know at the outset of the planning process so expectations can be revised. www.srfconsulting.com Case Plaza, One North Second Street, Suite 226 1 Fargo, ND 58102-4801 1 701.237.0010 Fax: 701.237.0017 An Equal Opportunity Employer Tom Lovelace City of Apple Valley July 13, 2017 Page 2 The first step in planning for residential acreages is to determine how residential acreages are currently applied. Apple Valley has several residential zoning districts that permit a range of densities for single-family and multi -family development. These densities are classified as follows in the 2008 comprehensive plan: • Low density (LDR) 1 less than 6 units/acre • Medium density (MDR) 16-12 units/acre • High density (HDR) I more than 12 units/acre There are further zoning breakdowns within these ranges, but the simplified stratification offers a starting point for analysis (see Section 3 for a more detailed discussion of zoning). For the following analysis, a fourth category, very low density, was created for single-family parcels larger than 1 acre (density less than 1 unit per acre). Low density was redefined as 1-6 units per acre. Method Existing residential densities were calculated for Apple Valley using the parcels dataset from Dakota County GIS. Residential land uses were coded as Very Low Density (less than 1 unit/acre), Low Density (1-5.99 units/acre), Medium Density (6-11.99 units/acre), or High Density (12 or more units/acre). The parcels dataset provides several key pieces of information to make this determination. Key variables include: • ACRES_POLY (total acreage of the parcel/polygon) • NUM_UNITS (total units on the parcel) • USE1_DESC (description of the land use of the parcel, including `RESIDENTIAL', `RESIDENTIAL -TOWNHOUSE', `APARTMENT', and `APARTMENT -MOBILE HOME PARK') A preliminary density calculation was obtained by dividing the number of units by the total acreage for each polygon that is classified as a residential use. The original parcels dataset specifies units for most but not all parcels. For individual single-family lots with unspecified units, the number of units was set equal to 1. However, a determination of units was not initially possible for some large residential parcels, such as the mobile home parks and other higher -density areas were platted as a planned unit development (PUD). These areas were ignored at the outset of the analysis. While the units/acre operation is a useful starting point, it tends to overstate density in certain instances, resulting in a map that is inconsistent with City zoning and land use. This is because there are many instances in the parcels dataset where small residential lots (high units/acre) are located within a larger "envelop", which may contain acreage for parking, interior vehicle circulation, shared open space, storm water features, etc. (Figure 1) This is especially true of many PUDs, which offer smaller, alternative housing styles such as townhouses but also ample amenities and open space. In these cases, the size of housing units may not reflect the "feeling" of the development. Tom Lovelace City of Apple Valley July 13, 2017 Page 3 To get more accurate acreages, further calculation was necessary. When an "envelope" was apparent, its acreage was added to the housing acreage and the number of units was averaged over the new acreage total. This aggregation method creates a smoother, more accurate representation of the data. (Figure 2.) Figure 1 Figure 2 w ■ r. »al -sof -.04# 111.' Units per Acre Calculation Medium High Envelope Insufficient Data Tom Lovelace City of Apple Valley 101 Modfied Density Classification fAecl!um High Insufficient =rata July 13, 2017 Page 4 Findings Figure 3 shows the new housing density map for Apple Valley. Areas with insufficient data are marked in dark gray. There are some inconsistencies between the housing density map and the existing land use map that was previously provided. The land use map was based on two assumptions: 1. All residential townhouses were classified as medium density 2. All apartments were classified as high density. The new map shows that these assumptions were not entirely accurate. There are several multi- family developments with densities lower than 6.00 units per acre. There are also instances of single- family detached housing with densities greater than 12.00 units per acre. Figure 3 Tom Lovelace City of Apple Valley Housing Units Per Acre Less than 1.00 Unit/AC I Very Low 1.00 to 5.99 Unit/AC 1 Low 6.00 to 11.99 Unit/AC 1 Medium 12 or more Units/AC 1 High Insufficient Data 0 0.25 0.5 Miles ff:11141 *paConsulting Group, Inc July 13, 2017 Page 5 125TH ST W MCANDREWS RD E 00 ,4, +O 0, - The vast majority of the acreage is in low-density residential. Medium- and high-density residential tend to be located at the north and south ends of the city, near the Cedar Avenue corridor and in the south-central part of the city. Further densification along strategic corridors and specific locations will support transit ridership and walkability. Table 1 provides summary statistics about the density distribution in Apple Valley. The table includes an estimate for the number of units in the areas with insufficient data.* In the Total Acres column, the previously assumed acreages are included in parenthesis. Table 1 — Apple Valley Density Statistics Density Category Very Low Low Medium Less than 1 Unit/AC 1-5.99 Units/AC 6-11.99 Units/AC Total Units 1,269 12,370 2,016 Total Acres Mean Acres 459 (0) 4007 (4,156) 299 (920) 1.71 0.32 0.14 Units/Acre 0.59 3.09 6.73 Percent Total Acres 89% 77.6% 5.8% Percent Total Units 1.4% 62.1% 10.1% Tom Lovelace City of Apple Valley July 13, 2017 Page 6 High 12 or more 116 117 (240) 4.15 21.74 2.3% 12.8% Units/AC Subtotal / 17,199 4,882 -- 3.52 -- -- Weighted Average Unknown 2718* 280 -- 9.71* 5.4% 13.6% Area* Grand Total 19,917 5,162 3.85 100% 100% *Total units were estimated for the unknown areas using the Minnesota Demographer's updated estimate for households, which is 19,917. If one household corresponds to one housing unit, the total units in the unknown acreage is 2,718, the difference of 17,199 from 19,917. The remaining units/acre were calculated as 9.71. On average, the density of this area is medium, a finding that mostly agrees with the existing land use map. There are several takeaways from this dataset. • There is more low density than was previously assumed. • There is less medium density than was previously assumed • There is less high density than was previously assumed. • The average Units/Acre column shows that low- and medium -density housing tends to be developed at the low end of the permitted -density range. (The permitted density range for medium -density housing is 6.00-11.99 units per acre; average density is 6.73.) This is probably related to the use of minimum density requirements in the zoning code. • Conversely, high-density housing tends to be developed at the upper range of the density spectrum. Apartments are frequently developed at densities greater than 20.00 units per acre. • The data in Table 1 is used to estimate future acreage consumption in Section 2 of this report. Tom Lovelace City of Apple Valley July 13, 2017 Page 7 2. 2040 Residential Consumption Estimates & Metropolitan Council Forecast The Metropolitan Council forecasts that the total number of households will reach 24,900 by 2040. (See Table 2.) This would be an increase of 4,983 units from 2016. For reference, the Orchard Place redevelopment site is approximately 414 acres. If this entire site were dedicated for housing, the densi y would have to average more than 12 units per acre to meet the Metropolitan Councils forecast. The City would have to strike a balance to achieve these numbers along with its stated economic goal of supporting 19,000 jobs. It is clear that redevelopment and infill must be primary strategies moving forward. But there are also indications that the Council's forecasts may be overly high. The population grew 2,254 from 2010 to 2016 (322 persons per year over 7 years). Under the current forecast, remaining population growth from 2016 to 2020 would have to equal 4,162 (1040 persons per year over 4 years) to reach the 2020 forecast of 55,500. Future growth forecasts may need to be reconsidered. For now, however, the given numbers are used analyze to future land use needs. Table 2 - Metropolitan Council Forecasts YEAR HOUSING UNITS TOTAL EMPLOYMENT POPULATION 2010 18,875 14,279 49,084 2016 19,917 NA 51,338 2020 21,700 15,800 55,500 2030 23,300 16,400 59,200 2040 24,900 17,100 (19, 000) 63,600 2040-2016 4,983 NA 11,662 Housing Development Scenarios The following assumptions were made for housing scenario development: • Average densities are assumed as follows: 4.0 units/acre for LDR, 9.0 units/acre for MDR, and 24.0 units/acre for HDR. These densities are higher than existing densities, but reflect recent trends toward smaller lot sizes and alternative housing arrangements, such as "granny flats" or live -work units. • In addition to raw housing acreage, some acreage will be required for ROW dedication. ROW needs are assumed to represent 20% of low-density development and 10% of medium- and high-density development. Lower ROW assumptions for high-density and Tom Lovelace City of Apple Valley July 13, 2017 Page 8 medium -density development reflect the fact that some ROW acreage was already taken into account when calculating the existing densities in Section 1. • Low-density, single-family detached housing is assumed to occur only within the Orchard Place master planning area. • In addition to Orchard Place, there are 106 acres of vacant land that could be developed for residential use. All of this acreage is assumed to be developed for residential use. The remaining acreage must be accommodated through redevelopment of existing properties. • Acreage requirements are assessed in terms of the housing forecast rather than the population forecast. Average household size is currently 2.6, and this figure is forecasted to remain stable. In reality, household sizes are not uniform across different housing types. According to the 2015 American Community Survey, the average household size is approximately 2.7 for single-family detached but only 2.0 for multifamily apartments and attached single-family. Placing a concerted emphasis on MDR and HDR may attract different household demographics. But this assumption cannot be made without disrupting the Met Council's population forecast. Therefore, population is implicitly ignored in the scenarios. Scenario 1— Medium Density Emphasis Scenario 1 allocates 440 acres for future MDR (400 acres plus 10 percent ROW), 55 acres for future HDR, and 30 acres for future LDR. All LDR would be located in Orchard Place. This acreage is similar to what was proposed by SRF after a review of Kimley-Horne's master plan concept. If the focus for Orchard Place is creating jobs, residential infill and redevelopment would have to occur elsewhere. Scenario 1 estimates that 319 acres would be required for residential redevelopment. This assumes that all existing housing stock is improved/maintained, so only existing properties which are non-residential (i.e., commercial, industrial, or institutional properties) could be redeveloped for residential purposes. Scenario 1 results in housing growth of 4,900 units and consumes 525 total acres at approximately 9.1 units per acre. Table 3 — Housing Growth Scenario 1 Low Density Medium Density High Density Total Housing Acres 25 400 475 Average Units/Acre 4.0 9.0 24.0 9.1 Housing Units 100 3,600 1,200 4,900 ROW Contribution 20% 10% 10% NA Total Acres Demanded 30 440 55 525 Orchard Place Acres 30 20 50 100 Other Infill Acres (Other Vacant) Distribute as needed 106 Tom Lovelace City of Apple Valley July 13, 2017 Page 9 Redevelopment Acres Distribute as needed 319 Scenario 2 - High Density Emphasis Scenario 2 allocates 165 acres for MDR and 165 acres for HDR (150 acres plus 10 percent ROW), and 24 acres for LDR. All LDR would be located in Orchard Place. Scenario 2 results in housing growth of 5,030 units and consumes 354 total acres at approximately 15.7 units per acre. Table 4 — Housing Growth Scenario 2 Summary The two housing scenarios are estimated to require approximately 350 to 500+ acres. Significantly more acreage would be needed if single-family detached residential continued to be the dominant form of housing. Given acreage constraints, that is not considered to be a viable alternative for reaching the projected growth of nearly 5,000 households. Likewise, more acreage would be needed if MDR and/or HDR are planned at lower densities than assumed above. If Apple valley succeeds in creating 3,000-4,000 new jobs by 2040, those jobs will also have a land requirement. Many workers may telecommute, but there would be substantial land demand for traditional -industry jobs, such as health care, education, and manufacturing. Some of this demand would be met by Orchard Place. The housing scenarios recognize this by limiting the amount of development that could occur in Orchard Place. However, if additional acreage were used for economic development, overall residential densities would need to increase both within Orchard Place and on other properties to accommodate Met Council forecasts. An increase in MDR as part of the future land use mix would respond to the growth of the population over 55 in Apple Valley, and would allow for larger numbers of existing residents to remain in the community as they age. Increased numbers of MDR households would also provide Low Density 20 Medium Density 150 High Density 320 Housing Acres Average Units/Acre 4.0 9.0 24.0 15.7 Units 80 1,350 3,600 5,030 ROW Contribution 20% 10% 10% NA Total Acres Demanded 24 165 165 354 Orchard Place Acres 24 20 56 100 Other Infill Acres (Other Vacant) Distribute as needed 106 Redevelopment Acres Distribute as needed 148 Summary The two housing scenarios are estimated to require approximately 350 to 500+ acres. Significantly more acreage would be needed if single-family detached residential continued to be the dominant form of housing. Given acreage constraints, that is not considered to be a viable alternative for reaching the projected growth of nearly 5,000 households. Likewise, more acreage would be needed if MDR and/or HDR are planned at lower densities than assumed above. If Apple valley succeeds in creating 3,000-4,000 new jobs by 2040, those jobs will also have a land requirement. Many workers may telecommute, but there would be substantial land demand for traditional -industry jobs, such as health care, education, and manufacturing. Some of this demand would be met by Orchard Place. The housing scenarios recognize this by limiting the amount of development that could occur in Orchard Place. However, if additional acreage were used for economic development, overall residential densities would need to increase both within Orchard Place and on other properties to accommodate Met Council forecasts. An increase in MDR as part of the future land use mix would respond to the growth of the population over 55 in Apple Valley, and would allow for larger numbers of existing residents to remain in the community as they age. Increased numbers of MDR households would also provide Tom Lovelace City of Apple Valley July 13, 2017 Page 10 more affordable housing options, particularly for owner occupied housing if the dwelling units are developed with the intent to be sold rather than rented. In summary, this category of residential land use would respond to some of the issues identified in the Community Context portion of the comp plan update. Apple„ ITEM: PLANNING COMMISSION MEETING DATE: SECTION: 6.B. July 19, 2017 Other Business Description: Review of Upcoming Schedule and Other Updates Staff Contact: Joan Murphy, Department Assistant ACTION REQUESTED: N/A SUMMARY: Next Planning Commission Meetings: Department / Division: Community Development Department Wednesday, August 2, 2017 - 7:00 p.m. • Public hearing applications due by 9:00 a.m. on Wednesday, July 5, 2017 • Site plan, variance applications due by 9:00 a.m. on Wednesday, July 19, 2017 Wednesday, August 16, 2017 - 7:00 p.m. • Public hearing applications due by 9:00 a.m. on Wednesday, July 19, 2017 • Site plan, variance applications due by 9:00 a.m. on Wednesday, August 2, 2017 Next City Council Meetings: Thursday, July 27, 2017 - 7:00 p.m. Thursday, August 10, 2017 - 7:00 p.m. BACKGROUND: N/A BUDGET IMPACT: N/A