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Home My WebLink About2005-01-20 MFRA Ltr to OPH Forwarding Draft Traffic StudyRIFRA T ilcCombs Frank Roos Associates, Inc. January 20, 2005 Mr. Eric Johnson City Administrator City of Oak Park Heights 14168 Oak Park Boulevard North Oak Park Heights, Minnesota 55082 SUBJECT: Wal-Mart Stores, Inc. Draft Traffic Study Wal-Mart Expansion #1861-01 MFRA #14918 Dear Mr. Johnson, Engine( • • Planning • Surveying Per the letter from your consulting engineer, Bonestroo Rosene Anderlik & Associates, dated January 13, 2005, we are forwarding to you for your review the draft Traffic Study for the Proposed Wal-Mart Expansion in Oak Park Heights, MN, dated January 14, 2005. If you have any questions or require additional information, please contact us at 763-476-6010. Yours truly, MFRA Erik W. Miller P.E. iewm cc: Karen Erickson, Bonestroo Rosene Anderlick & Associates Scott Richards, Northwest Associated Consultants KK Yeow, Wal-Mart Stores, Inc. Darcy Winter, D.E. Winter & Associates Dave Sellergren, Fredrickson & Byron, P.A. file sAmainAwa114918\corres\johnson1-20 15050 23rd Avenue North • Plymouth, Minnesota • 55447 phone 763/476-6010 • fax 763/476-8532 e-mail: mfra@mfra.com BENSHOOF & ASSOCIATES, INC. TRANSPORTATION ENGINEERS AND PLANNERS 10417 EXCELSIOR BOULEVARD, SUITE TWO 1 HOPKINS, MN 55343 1 (952) 238-1667 / FAX (952) 238 14 January, 2005 MEMORANDUM TO: Erik Miller, McCombs Frank Roos Associates, Inc. c FROM: Edward F. Terhaar and Erik Seiberlich RE: Traffic Study for Proposed Wal-Mart ExpOsio k Park Heights, 1\4N PURPOSE AND BACKGROUND The purpose of this report is to present the traffic s store expansion in Oak Park Heights,yiinnesota. The presently includes the existing 97,700 square foot retail s access points to the west intersecting NreII Ayenue and on intersecting 60 Street. This study inclu • Trip generation • Identifying;' inipacts of t anew trips at yeintersections on Norell Avenue. This analysis will rep' for cuj; Propos$1 Developme arac e les ts for the propdSed WA y location, shown in Figure 1, The site currently has two s to the north Refer to File: 04-87 roposed expansion durrng fhe a.m. and p.m. peak hour el' iy dflLI level of service at all intersections, and queue length The pro expansion IIII consist of an adding approximately 113,000 sq. ft. of store space, piovidmg a total of 1O24 parking spaces, and the conversion of the existing Wal- Mart to a Wa1-Mtt Su ers re. The concept plan, shown in Figure 2, includes the slight relocation of the access pornts on Norell Avenue. A gas station with 12 fueling positions will be constructed iiCthe northwest corner of the site, and a remote drive-thru pharmacy will be constructed oli the north edge of the parking lot near the access to 60' Street. Mr. Erik Miller _2_ 14 January 2004 Other Expected Development Several other projects in the area are in planning or construction stage, and are expected to be completed by the year 2007. For the purpose of this study, the following uses were assumed: • 100 unit townhome complex north of 58 Street, south of the Wal -Mart • 100,900 square feet (sf) of office space north of 58 Street, south of the Wal -Mart • Retail area west of Norell Avenue, south of 60 Street including: • 5,800 sf sit -down restaurant 0 15,000 sf of retail space • Tire store with three service bays Mr. Erik Miler -3- Yx= -i z , 1 _�. 14 January 2004 w ce 0 LL 1 MEMBEESSIMMEMMinir z cc ri •+++.vc z S2 C x O cc LL z 0 • } C 2 • 5 CC H LL CO 0 in 0 • 0) 0 0 Mr. Erik Miller -4- 14 January 2004 MCCOMBS FRANK ROOS ASSOCIATES, INC. W BENSHOOF &ASSOCIATES, INC. TRANSPORTATION ENGINEERS AND PLANNERS TRAFFIC STUDY FOR WAL-MART EXPANSION IN OAK PARK HEIGHTS, MN FIGURE 2 SITE PLAN Mr. Erik Miller EXISTING CONDITIONS The existing 97,700 sq. ft. Wal -Mart store is located south of TH 36 and is bounded by 60 Street, Norell Avenue and 58 Street. The store is presently served by two access roads to the west on Norell Avenue, and one on the north to 60 Street. All accesses are three -- legged intersections with the Wal -Mart approach stop controlled. Norell Avenue is a four-lane road with shared throughlturn lanes at the south access, and a shared through/right turn lane and exclusive left turn lane at the north access. 60 Street is a three lane roadway with two -way a left turn lane. The intersection of TH 36 and Norell Avenue (Washington Av i ue to the north) is a four legged signalized intersection. TH 36 is a limited access e. metro interstate system with the northeast suburbs and ea# to St r a ter. The eastbound '• t; is ' <[' 72?: and westbound approaches are served by dual left tut ` an4, two t ` ` o gh lanes and a .x.:S right turn lane. The northbound approach has one' e turn lane one t h lane and . . one shared through/right turn lane. The southb d a pp rcch offers one lane, two through lanes, and one right turn lane. The section: signal contra d with the east and west approaches allowing protected left turn fir. `he northbound and southbound left turns offer a protected phase prior to g permitted. �i:. .... ., _. To better understand the existing trafft -ans at the subject _: - terse cti n o s, turning t:"�_{:. s .::_::: movement counts were conducted at thr6 in r: on a t ical y w eekda in December from 7:00 -- 9:00 a.m. and 4.00 • aunts were performed a following intersections i TH 36 and N I Aven • 60 Street and ell sue • 58 Str:t:_ nd Noy en -5- 14 January 2004 ay that connects the EXP D FUTURE ADW CHANGES Future road v ; changes asciated with this project will be minor. The location of the two accesses on rell A venue will both move to the north, and the median on Norell Avenue near the c ; ,. -: 6ss will be lengthened. Mr. Erik Miller TRAFFIC FORECASTS Approach Traffic forecasts were completed for one year after the expected completion of the expansion of the Wal -Mart (2007). Traffic forecasts were developed for the a.m. and p.m. peak hours, which experience the highest traffic volumes at the study intersections. The following describe the scenarios for which turn movement volumes were developed in the study area: • 2004 Existing Turn movement volumes for this seen o were established i' through actual counts taken on a typical weekday f�r0 -- 9:00 a.m. and 4:00 - 6:00 p.m. in December, 2004. The counts were taken at th ollowing intersections. O TH 36 and Norell Avenue :5 O 60 Street and Norell Avenue G •. o 58 Street and Norell Avenue .x- Turn movement counts for the two existing Wlart access intersections on Norell Avenue were inter olat ased on trip g enerat ion for a Wal -Mart of that size, and observation of the Oak Paik Heights site • 2007 No -Build - Historic trends fo >TH,; s " £: e change in AADT o (- past 8 years. In r maintain a nservative recast, a one percent per yea' growth rate v` applie=s through traffic on TH 36. In addition to this growth rate, trips gted by th other expected t ses, the retail, townhome and office %' =`.• r:- Ski: ?;: , `d air uses, were a dde �: rat_. the 2007 nuild volumes. O 20. 7 se d o increase in floor area, and change in the intensity of the tore (Wal r i !•: y : 5 W y art _Superstore), trip generation estimates were ulated. The .'renceMtween the new trips and the existing trips, plus the esiated trips for : gas station were then disseminated onto the local roadways -6- 14 January 2004 base. :iistorical tOffic patterns and the distribution of present and future Fi. populati e to l sum of the 2007 no -build and the newly generated and distribute 4, . shown as the 2007 build volumes. Trip Generation Trip generation estimates were developed for the gas station and expanded Wal -Mart Superstore using data presented in the Institute for Transportation Engineers' (ITE) Trip Generation, Seventh Edition, 2003. The resulting trips are shown in Table 1, These trips are shown as compared to estimated counts for the existing Wal -Mart store. Land Use Size (lk sf tin Week ay AM Peak Hour Weekday P.M. Peak Hour h y Rate 4 ross Tries `ulti -Use Diverted New Rate Gross Trips Multi -Use Diverted New `' ,, Out Out � Out � Out � Out � Out u � Out � Out Townhomes 100.000 0.44 1T% ' x,83% ?'s 100% 0° /0 100% 0.52 97% 33% 100% 0% 100% 7 56 7 1 37 0 1 0 7 37 50 17 50 17 0 0 50 17 Office S •ace TOTAL TRIPS 108.900 1.55 88% 12 °/0 100% 0% 100% 1.49 ill 17% 83% 100% 0% 100% 149 156 20 149 ; 156 : 20 57 0 0 4 149 '15� 20 :: 57 28 78 ` 111 152 28 ; ; 78 MI 0 152 '' ?` Q 28 78 152 . . Land Use Size (lk ,_ Weekday AM Peak Hour Weekday P.M. Peak Hour Rate Gross Trips Multi -Use Diverted New Rate Gross Trips Multi -Use Diverted New I n Out I n Out In Out In Out In Out I n Out In Out In Out Restaurant 5.780 0.00 68% 32% 80% 20% 80% 11.52 58% 42% 80% 20% 80% 0 0 0 0 0 0 0 0 39 28 31 ( 22 6 1 4 25 [ 18 80% Retail 15.200 0.74 61% 39% 80% 20% 80% 2.71 44% 56% 80% 20% 7 4 6 3 1 1 5 2 18 23 14 1 18 3 I 4 11 j 14 Tires Plus 3.000 , 3,00 51% 49% 80% 20% 80% 5,19 49% 51% 80% 20% 80% 5 4 4 10 3 1 1 2 8 64 8 6 6 1 1 5 5 TOTAL TRIPS 12 5 51: ; 4th ; °; 1 10 : '' � .41 ` 7 "� ; Land Use Size (lk sf Weekda AM Peak Hour Weekda P.M. Peak Hour Rate Gross Tri s Multi -Use Diverted New Rate Gross Trips Multi -Use Diverted New Out 0 Out WM Ou EMI Out Out Out 1 Out Out Existing Wal -Mart 97.744 0.84 68% 32% 0% 20% 80% 5.06 50% 50% 0% 20% 80% 56 26 56 26 MIMI 45 1111 247 247 247 247 49 49 198 198 New Wal -Mart 210.524 1.84 51% 49% 0% 20% 80% 3.87 49% 51% 0% 20% 80% 198 190 198 190 40 38 158 Ell 399 416 399 416 80 83 319 OM 50% 148 162 ADDITIONAL TRIPS ME 142 164 142 164 29 IIIIIIIIIIIEI 169 111 169 II 34 50% Ifiniffiri 58 61 Gas Station VFP 13.86 50% 50% 50% 50% 50% 17 9 4 50% O% 50% 83 83 42 42 10 f�� { 108'' , 54 54 TOTAL ADDED MUM 247 184 206 50 54 134 111 I. 260 la 206 MI Mr. Erik Miller Table 1: Weekday Tri u Generation for oval -Mart Expansion An adjustment was made to the trips generated by the would visit both the Wal -Mart Superstore and the Avenue or 60th Street. The gross trip total for ti to account for these trips. The Wal -Mart trips Based on data pub WaI -Mart expansions percentages are shown in l e 2: Weekd -7- s -s to ount for trips that s: `station before ring to Norell as station was reduc -: 50 percent not cc.s:k � ot altered. 14 January 2004 The net trips generated by the gas station and Wal- llil: uperstore can be classified into one of the following trip types: 0 New Trips — Trips solely to and To ml` st E_ Existing "through ect devei went Diverted Trips -- h tri p ` ` " ::r:; i include a stop at �{��t��2�'� L �•� � at will � p the :ii:�. .5•.'y� :fir.. =' {• . �• '• Wal -Mart u S per4 gas station E, the existig traffic patterns and past studies on other ion of new art iverted trips were determined. These Table 2 Wows the tr enera r the other expected developments in the area. ip 1neration for Other Expected Development Mr. Erik Miller -8- 14 January 2004 Trip Distribution. The next step in the traffic forecasting process is to establish trip distribution percentages. The origin and destination of each trip type was determined based on existing traffic volumes, the existing roadway system and previous studies of this type. The following are trip distribution percentages for each trip type: • New Trips for the Wal -Mart and Gas Station 0 30% to/from the west on TH 36 0 30% to /from the east on TH 36 O 20% to/from the north on Washington Avenue__ • 5% to/from the west on 60 Street • 5% to/from the east on 60 Street • 5% to/from the west on 58 Street O 5% to/from the east on 58 Street • New Trips for the Townhome and Office 15% to/from the west on TH 36 15% to/from the east on TH 36 0 0 O 20% to /from the north } ashington Ave 0 0 0 0 O New Trips, O 15% to /f r to /fro 5% to/from the west on `eet i, • 5% to/from the east on 6a' 20% to/from the west on 5 20% to /fri,::.east on 58t evelopments. on TH 36 Its n1 t• = o rth on w`°ashington Avenue O 20% t the:t on, 60 Street 5% to/fro e east bo Street � 5 /o tolfrom _ the west on 5 8 th Street 4tr % to/from e east on 58 Street O Diverted O A.M. Peak Hour Y 44% from the west on TH 36 continuing east on TH 36 O 56% from the east on TH 36 continuing west on TH 36 O P.M. Peak Hour O 54% from the west on TH 36 continuing east on TH 36 O 46% from the east on TH 36 continuing west on TH 36 Mr. Erik Miller Traffic Volumes -9-. 14 January 2004 Trip generation estimates for the other expected development and the proposed expansion and gas station were then assigned to the surrounding road network based on the above trip distribution types and percentages. Traffic volumes for all three scenarios in both peak hours are shown in Figures 3 and 4. Mr. Erik Miller _I0- 14 January 2004 TH 36 60TH ST N t NOT TO SCALE XXfXXiX)C 2004 EXISTING 2007 NO-BUILD 2007 BUILD 58TH ST 185/185/185 t 641 /658/ 36/62/123 4 14 28/35/35 919/9 4112/19 0 v 0 g 76/76/83 i t ' 99 /130l130 > z c i co u i t 96/96/96 891/916/891 4 , 125/152/219 I C CQ- . 4/4/4 8/ 8/16/16 t 5/5/62 47— 3/3/19 tr 12/12/137 NORTH ACCESS fi 17/53/60 SOUTH ACCESS MCCOMBS FRANK ROOS ASSOCIATES, INC. W BENSN04F & ASSOCIATES, INC. TRANSPORTATION EFtfi1NEEN &AMOPLANNERS J TRAFFIC STUDY FOR W L MART EXPANSION IN OAK PARK HEIGHTS, MN FIGURE 3 A.M. PEAK HOUR TURNING MOVEMENT VOLUMES Mr. Erik Miller 14 January 2004 TH 36 60TH ST. . NOT TO SCALE )000(/}X 2004 EXISTING Fp 2007 NO- BUILD 2007 BUILD 58TH ST. W 225/225/225 825/845/813 , 175/197/273 --- FAR R 35/35/35 31 /33/33 31/35/35 141/174/174 t 28/36/43 4 , 111/111/250 NORTH ACCESS W CC U) Z _� L h o 50/50/110 29/24/40 ,y 8 111/113/120 102/1181118 3 z cn 'C._. 2091209t209 �-- 680/696i662 � 1611189/259 41/135/142 < - 96i128/1 26 SOUTH ACCESS WAL-MART MCCOMBS FRANK RODS ASSOCIATES, INC. BENSHOOF & ASSOCIATES, INC. TBANSP0RTATIONENGINE RAND tNE S TRAFFIC STUDY FOR WA MART EXPANSION IN OAK PARK HEIGHTS, MN FIGURE 4 P.M. PEAK HOUR TURNING MOVEMENT VOLUMES Mr. Erik Miller -12- 14 January 2004 TRAFFIC ANALYSES Capacity and queuing analyses were performed for the subject intersections for each of the three scenarios. Roadway and intersection geometries for each of the scenarios are as described previously. Capacity Analysis Capacity results are presented in terms of level cif Service (LOS), which ranges from A to F. LOS A. represents the best intersection operation, with very li:te elay for each vehicle using the intersection. LOS F represents the worst intersection operation with excessive delay. Most agencies in Minnesota consider that:, Y D represents the minimal acceptable LOS for normal peak traffic condition. Re uI s: the capacity analyses are presented in Figures 5 and 6. Major changes to intersection LOS from the prc ous scenario are explai n follows: • TH 36 and Norell Avenue - During the a.m. scenarios operate at LOS D or better. There is l f e change to delay from the existing scenario to the build scenario � 60 60 Street three scenarios During the p.m. peak hour, all m:yerrie . or better. From the existing scenatip to intersection delay: sed less tha all three scenarios operate at LOS D i t scenario overall r, all rnoveme.nts in all three hue - During e a.n. peak hour, all movements in all S C or bette` r in the existing scenario, all movements operate at LOS or better wi exc ; .r :':. of eastbound left turns which operate at LOS E. In th: � �� f+ {+ " no-build scer the p: rmance for all eastbound movements deteriorates to . During th scenario the eastbound movements remain at LOS F, while :e westboun hrough/right movement operates at LOS E and the westbo left turn S; operate at LOS F. Because of the close proximity of the TH 36 an ersections, the 60 Street intersection operates poorly in all scenarios. • North Access and Norell Avenue - During the a.m. peak hour, all movements in all three scenarios operate at LOS A or better. There is little change to delay from the existing scenario to the build scenario. During the p.m. peak hour, all movements in all three scenarios operate at LOS B or better. There is little change to delay from the existing scenario to the build scenario. Mr. Erik Miller -13- 14 January 2004 ® South Access and Norell Avenue - During the a.rn. peak hour, all movements in all three scenarios operate at LOS B or better. There is little change to delay from the existing scenario to the build scenario. During the p.m. peak hour, all movements in all three scenarios operate at LOS C or better. There is little change to delay from the existing scenario to the build scenario. 58 Street and Norell Avenue - During the a.m. peak hour, .all movements in all three scenarios operate at LOS B or better. There is little hage to delay from the existing scenario to the build scenario. During the p.m. peak hour, all movements in all tee sceaos operate at LOS B or better. There is little change to delay from. existing scenario to the build scenario. Northbound Queuing at the TH 36 and Norell venue Inter ection Because of the proximity of the TH 3.6, 60th Street and th Wal-Mart access intersections, it was important to deter : e whether any queues from TH 36 would block the upstream intersections. The main con e s that northb traffic stopped at TH 36 would block vehicles trying to use the 60 . Stre sell Avenue intersection or those attempting to exit or enter the Wal- Mart. . •_.,. There is approximate J Avenue between - == the intersection if vehicl access is 350 Fti :south could be .3 the 95 n -rp ercentile que t calc0 ..length 95 per During the a3 scenarios is 10' as a result of the p eak hour, t for the 00 j f'e of queuing space available for northbound Norell and 60 :;Street. A queue extending 150 feet would fully block ueue to the south of 60 Street. The north Wal -Mart 60 t f r the 60 Street t 1�lterseC ion a queue efore��- -- " =�� rfer�n �utth the access intersection. analysis uses This anal ��te g y ' ns Oiat queues will be equal to or shorter than the of thee. e maximum 95 q ercentile queue calculated for any of the p eft turn movement. There will be little impact from queues s. expansionIdevelopment during the a.m. peak hour. During the p.m. peakhour in the existing scenario, the 95 percentile queue length for all lanes is about 150 feet. Therefore, at the present time the 60 h Street intersection is sometimes blocked by the northbound queue. In the 2007 no -build scenario the 95 percentile queues in the left turn and through lanes are 170 and 180 feet, respectively. In the 2007 build scenario the 95 percentile queue in the left tum lane is 270 feet, while the through and through /right turn lanes measured 190 and 250 respectively. These queues fully extend past the 60 Street intersection, but do not extend to the north Wal-Mart access. Mr. Erik Miller -14- 14 January 2004 Comments Regarding Access Locations on Norell Avenue As shown in the site plan, the proposed development will have three access points on Norell Avenue. The northern most access will be located immediately south of the existing auto detail access. This land use also has two access points on 60th Street. Based on the limited number of trips generated by this use and the number of access points available, it is our opinion that the close spacing of the Wal -Mart access to the existing auto detail access will not impact traffic operations on Norell Avenue. There is adequate space between the north access point and the m le access point on Norell Avenue to accommodate the proposed volumes. The middle access point is also adequately spaced from the existing retail access on the wrs Norell Avenue. The southern most access point is aligned across froze` :tie the west side of Norell Avenue. We support this location_ 'existing it a:il truck access on. Mr. Erik Miller -15- 4 January 2004 TH 36 60TH ST NOT TO SCALE 2004 EXISTING 007 NO-BUILD F - 204}7 BUILD 58TH ST. <0 L> 0 broom a/a/c AINA SAW stB Ai/VA t AJAIR > z C� F- t'3 h afar � coo < I r 000 vim r > << A A/AIA ke_ NA NORTH ACCESS SOUTH ACCESS MCCOMBS FRANK ROOS ASSOCIATES, INC. W BENSHOOF & assocIaTEs, INC. TRANSPORTATION ENQINE8R8 AND PI .ANNEflS TRAFFIC STUDY FOR WAL MART EXPANSION IN OAK PARK HEIGHTS, MN _ad FIGURE 5 b A.M. PEAK HOUR LEVEL OF SERVIC Mr. Erik Miller -16- 14 January 2004 TH 36 60TH ST NOT To SCALE 2004 EXISTING 2007 NO -BUILD 2007 BU I LD 58TH ST. o EIFIF t C/C/F —� C/C/F z 0 z 1 ANA C/C/C D/D/D 0 0, 0 000 000 C/C/E C/C/E C/D/F NORTH ACCESS SOUTH ACCESS P r- MccaMgs FRANK ROOs ASSOCIATES, INC. WBENSHOOF & ASSOCIATES, INC. TRANSPORTATION £HQtNEEflBRNR PLANNER S TRAFFIC STUDY FOR WA -MART EXPANSION IN OAK PARK HEIGHTS, MN 1 FIGURE 6 P.M. PEAK HOUR LEVEL OF SERVICE Mr. Erik Miller -17- 14 January 2004 CONCLUSIONS Based on the information and analyses presented in this report, the following conclusions were made: O The proposed expansion of the Wal -Mart store and gas station are expected to generate a total of 390 additional trips during the a.m. peak hour and 429 additional trips during the p.m. peak hour. O Other expected development in the area is expected to ,gp. 229 trips during the a.m. peak hour and 327 trips during the p.m. peak. our. • All movements at all intersections operate in a s.tfactor_nner during both time eriods in all scenarios, with the except f astbourdd westbound 60 p � o Street movements. During the p.m. peak otr, th ese operate air levels of service in the existing, 2007 no- build, an 2007 build scenarios. T lose proximity of this intersection to TIC 36 cre s con g aced traffic o er t ons. prox y p • The northbound 95 percentile queue at the T intersection extends into the 6= Street intersectio the existing scenario and is exile build and build scenarios. This *tie intersection in any scenario. • It is our opiniqn that a shown on th la nd Norell Avenue ring the p.m. peak hour in intersection in the no- t le north Wal-Mart access cess points on Norell Avenue are properly located as