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HomeMy WebLinkAbout2003-06-27 Updated Traffic StudyWestwood Professional Servicc PLANNING • ENGINEERING • SURVEYING TRANSMITTAL Date: To: June 27, 2003 Eric Johnson Proj. No.: 20031029 City of Oak Park Heights 141168 Oak Park Boulevard No PO Box 2007 Oak Park Heights, MN 55082-2007 From: Daniel Parks, PE Regarding: Noth American Properties - Shoppes of Oak Park Heights Items: No Description 1 Updated Traffic Study - June 2003 Purpose: As you requested Remarks: For our review with this ro ect. Please contact me with an uestions. Delivery: Mail Copy to: Steve Johnson, North American Properties 7599 Anagram Drive Eden Prairie, MN 55344 Phone: 952-937-5150 Fax: 952-937-5822 Toll free: 1-888-937-5150 E-mail: wpsOvvestwoodps.com TWIN CITIES/METRO ST. CLOUD BRAINERD Designing the Future Today...since 1972 REVISED TRAFFIC REPORT FOR RETAIL DEVELOPMENT OAK PARK HEIGHTS, MINNESOTA June 2003 Prepared for: North American Properties 300 Prairie Center Drive, Suite 225 Minneapolis, MN 55344 Phone 952 - 974 -9200 Fax 952 -974 -9300 Prepared by: Westwood Professional Services, Inc. 7599 Anagram Drive Eden Prairie, MN 55344 Phone 952-937-5150 Fax 952-937-5822 INT Summary The purpose of this preliminary traffic study is to document the potential significant transportation impacts resulting from the development of the Oak Park Heights retail site. This study is intended to be an update to the April 2003 study, necessitated by additional development now under consideration for the study area — two sit -down restaurants, a fast -food restaurant and a drive - through bank. Background Information The proposed Oak Park Heights retail site development will be located south of T.H. 36 in Oak Park Heights. The site is bordered by Krueger Lane on the west, Norell Avenue on the east, 58 Street North on the south and 60 Street North on the north. Customer access to the site is planned from two driveways on Krueger Lane, one driveway on 00th Street North and one driveway on Norell Avenue. Truck traffic will access the site from one driveway on Krueger Lane, two driveways on 58 Street North and one driveway on Norell Avenue. The driveway on Norell Avenue will serve both customers and trucks. The background traffic count data for this study was obtained from the SRF Consulting Group and from traffic counts. SRF had collected traffic counts within the last year for their studies of T.H. 36. P.M. peak period turning movement counts were collected on Krueger Lane at 58 Street North and 60 Street North for this study. The existing p.m. peak hour traffic counts are shown on Figure 1. Page 1 Figure 1 Existing PM Peak Hour Traffic Counts Mid Entr. 72 10 .77A South Entr. 83 tic) aD North Entr. a0 rn 18 0 40 24 e70 North Frontage Road fi Tom- 0 0 33 245 TH 36 170 < 0 o 0) 0) 0 t 0 z 58th St Norell Exit 60th St Page 2 The .planned roadway lane usage is shown on Figure 2. Figure 2 Planned Roadway Lane Usage Norell Exit Mid Entr. South Entr. ' 411L 58th St North Frontage Road TH 36 both St Alt intersections in the study area are controlled by stop signs except for the traffic signal located at T.H. 36 and Norell Avenue. Using the data summarized on Figures '1 and 2, intersection capacity analyses were conducted to determine the level of service of the critical intersection turning movement for each intersection. The results of the existing volumes stop sign capacity analyses are summarized in Table 1. Page 3 Intersection Name Existing Both St. N. & North Site Access A Krueger Lane & 60th St. N. A Krueger Lane & North Site Entrance A Krueger Lane & South Site Entrance A Krueger Lane & 58th St. N. B Norell Ave. & 58th St. N. B Norell Ave. & Norell Ave. Site Exit A Norell Ave. & 60th St. N. C . ..... ........ ... Scenario . EB WB NB SB Intersection Delay LOS Delay LOS Delay LOS Delay LOS Delay LOS Existing 23.1 C 19.3 B 23.9 C 18.5 B 21.1 C Table 1 Existing PM Peak Hour Level of Service Stop Sign Controlled Intersections * Determined using HCM 2000 methodologies in Synchro This table shows that with current volumes, each of the intersections in the study area operates at an acceptable level of service. A capacity analysis was also performed for existing volumes for the signalized intersection at T.H. 36 and Norell Avenue near the site. Table 2 shows that with current volumes, T.H. 36 and Norell Avenue operates at an acceptable level of service. Trip Generation Table 2 Existing PM Peak Hour Level of Service Signalized Intersection Analysis T.H. 36 & Norell Ave. The trip generation for the site was computed using the standard trip generation rates contained in the publication Trip Generation, 6th edition, 1 997, institute of Transportation Engineers. The proposed development includes the following uses: at the south end, an 86,000 square foot Kohl's with a future expansion area of 1 9,200 square feet and four other retail uses totaling 65,323 square feet; and at the north end, two sit -down restaurants totaling 12,700 square feet, a fast -food restaurant of 2,500 Page 4 High - Turnover (Sit -Down} Restaurant 12.70 83 55 138 Fast Food with Drive-Thru 2.50 44 40 84 Bank - drive -thru 6.00 165 164 329 Subtotal, Added Tri s 21.20 292 259 551 Land Use KSF Trips in Trips Out Total Shopping Center 170.52 306 332 638 square feet and a drive - through bank of 6,000 square feet. The average shopping center trip generation rate was applied to the total size of the development's south end retail land uses and the average rates were applied for each of the north end uses. A comparison of the average shopping center trip generation rate with the trip generation for a similarly sized Kohl's store at another location revealed a slightly lower rate for the Kohl's store than the suggested I.T.E. rate. The average shopping center rate is expected to be a very reasonable estimate for the proposed development. Previously Studied New Trips: Additional New Trips: Total New Trips: 1 Trip generation was determined based on the standard trip generation rates contained in Trip Generation, 6th Edition (Institute of Transportation Engineers, 1 997). Traffic Assignment Table 3 Trip Generation for Oak Park Heights Retail Site The existing count data on Krueger Lane, along with other factors, were analyzed to determine the expected direction of approach percentages. The counts on Krueger were indicative of the direction of approach for the existing Menard's store adjacent to the planned retail development. The direction of approach for the proposed development is expected to be similar to the existing Menard's store. The direction of approach percentages are shown on Figure 3. Page 5 Figure 3 Direction of Approach Three methodologies of traffic assignment were employed to better accommodate anticipated capacity shortages at the intersection of Norell Avenue and 60 Street p p Y g North, The traffic operations of this intersection are the most significant concern of this study. The close spacing between T.H. 36 and 60 Street North on Norell Avenue limit storage for queuing vehicles and make lane weaving difficult. The methodologies of assignment change the use of the Norell Avenue 1 60th Street North intersection to exit the site for travel to the intersection of T.H. 36 and Norell Avenue. These three methodologies vary the paths by which traffic exits the site: Shortest Path -M- This is the path that traffic would be expected to choose if no traffic congestion would interfere with travel (Figure 4). Page 6 • Partial Reroute - Traffic would be expected to adjust to this path to avoid congestion. It would be the quickest travel time path (Figure 5 ). • Complete Rerouting --- This is a forced rerouting of traffic exiting the site to avoid 60 Street north. It routes some customers through the exit onto Norell Avenue in the southeast corner of the development (Figure 6). 100 21 © r- Cti C V X39 ,37 r _CD (1 C0 • (0 cV N- M id Entr. 72 - T CO c4 c4. ' : 45 South Entr. 1 � . r 4--0 18 _ 0 4D North Frontage Road r tic M x- 43 4- 237 182 245 Figure 4 Development Volumes — Shortest Paths TH 36 353—) 17 co irB2 North Entr. 0 4 e t 0 z Norell Exit 58th St Page 7 60th St 0 0 Lc) to TIL 140 200 10-11 o 0) L 5- coi•-cr) 230 155 1070 —> a> Lo 209-' C t� C7' Yrt 4 75-x' 85.4 15-N Yirct 4- 75 - r CJ''290 4 815 j-323 55 {--60 9 -i; / 17 ,7 ) (15 C3 CD 1.0 Figure 5 Development Volumes — Partial Reroute Mid Entr. 100 21 a � tD �co 72 10Th co (0 [r1 ('4 South Entr. " 18 --i 0 40Th cia co r� 182' 245 North Frontage Road < x 0, r in uz � - co 43 0 ,228 North Entr. If 0 z T 0, co N X 2 5 <- 0 ' 'Tr (00)0) x- t < TH 36 224 17 X57 i L(. '-cr Norell Exit 58th St both St 1 o 15 --4- °tirn 2 6 1 070- -) c ,n 209-- 211 --' 63 7 5 E "75 x ° r ' - 290 �m -<-815 j - 323 x.- CNJ '' (-60 ( CI 5 Page 8 Figure 6 Development Volumes - Nord! Avenue Complete Rerouting n1 CO cy, X 11 0 ,x204 North Entr. 0 ve j 170 17 58th St 0 .53R Norell Exit 0 115 - 0 La 120 55-4 15-N 100 21 at- Mid Entr. ,Y(T 72 10m South Entr. 0-- 40 North Frontage Road 139 X37 TH 36 <-357 19 Page 9 60th St 00 10 o 0) 15 t- rn 230 `(, 165' 1070 co o 209 L-N © - Jr(i fi `4S x' r 0,k -290 c J 0, -- <-815 1 x - 323 T '<-60 r c r ~' 5 C) CO LC) Y-- cry 00 tO Intersection Name Post Development Paths Shortest Partial Reroute Complete Reroute 60th St. N. & North Site Access B B C Krueger Lane & 60th St. N. B B B Krueger Lane & North Site Entrance B r C C Krueger Lane & South Site Entrance B D D Krueger Lane & 58th St. N. B C t C t Norell Ave. & 58th St. N. . B C C Norell Ave. & Norell Ave. Site Exit A A B Norell Ave. & 60th St. N. F F F Scenario EB WB NB SB Intersection ` Delay LOS Delay LOS Delay LOS Delay LOS Delay LOS Post Development 28.1 i C 23.8 C 25.5 C 22.3 C 25.2 C A capacity analysis of the post - development traffic volumes was performed. The results are summarized on Tables 4 and 5. Table 4 Post Development PM Peak Hour Level of Service * Determined using HCM 2000 methodologies in Synchro t "C" Level of Service achieved with all-way stop As shown in Table 4, with the addition of the Oak Park Heights retail development all the stop sign controlled intersections will operate at acceptable levels of service except Norell Avenue and 60th Street North. The critical movement at this location is the east to northbound left turn. Table 5 Post Development PM Peak Hour Level of Service Signalized Intersection Analysis T.H. 36 & Norell Ave. Table 5 shows that with the post development volumes, T.H. 36 and Norell Avenue operates at an acceptable level of service. Page 10 Conclusions • The amount of traffic added by the Oak Park Heights retail development will not cause significant impacts to the nearby signalized intersection of T.H. 36 and Norell Avenue. 6 The planned driveway entrances on Krueger Lane are expected to operate well and without capacity problems. Adequate site access points for customers has been provided. • The planned truck accesses along 58 Street and Krueger Lane are adequate. The access from Krueger Lane will result in trucks making a left turn when entering before backing to the loading dock or making a longer backing move after turning from 58 Street. • The spacing between the T.H. 36 and both Street intersections along Norell is currently inadequate. This is planned to be addressed through future upgrade projects for T.H. 36. • With the current P.M. peak hour traffic volumes at the intersection of 60th Street and Norell, the intersection analyses for the intersection in isolation indicate that there will be inadequate capacity and unacceptable operation. In addition, given the short spacing to T.H. 36, .many difficulties would be expected with queuing and weaving between the two intersections. • Approximately 35% of the traffic exiting the site will be destined for eastbound T.H. 36. The most likely path for this traffic, if there were no impediments, is to leave the site area either traveling northbound on Krueger Lane and turning right to travel eastbound on 60 Street or turning right from the north site drive onto 60th Street, then turning left to travel northbound on Norell Avenue and finally turning right to travel eastbound on T.H. 36. When the majority of traffic exiting the site follows this path, the northbound left turn from 60 Street to Norell will become overloaded. This is shown by the results of a stop sign analysis of Norell Avenue and 60 Street, where the critical east to northbound left turn movement is level of service "F ", with an extremely high modeled delay (654 seconds average per vehicle turning left). • The left turn movement from eastbound to northbound at both Street and Norell is of concern because drivers face a difficult yield decision at the stop sign. They must yield to cars that turn southbound to Norell Avenue from T.H. 36, to cars that are traveling northbound on Norell Avenue or to cars that pass through the intersection from the north leg. The situation is complicated further because many of the left turners planning to turn east on T.H. 36 will attempt to turn to the Page I 1 east most lane to make a right turn onto T.H. 36. Further, the drivers must turn into an area that has limited storage space for vehicle queuing. The vehicle storage area between 60 Street and T.H. 36 will not be adequate during peak traffic conditions. • The problems at both and Norell can be lessened by encouraging site traffic destined for T.H. 36 to use Norell Avenue instead of 60 Street. This will reduce the number of vehicles stopping at the stop sign and reduce the total delay. To some extent, the expected traffic congestion may encourage drivers to find an alternative direction. The path of southbound on Krueger, eastbound on 58 Street north and northbound on Norell Avenue is one alternative. A second alternative is to exit the site directly to Norell Avenue from the southeast area of the site. It is suggested that signing and any other practical methods be used to encourage this movement. • The traffic volumes on T.H. 36 are expected to grow significantly if a river crossing is constructed. The growth in traffic volumes will necessitate the construction of a grade - separated intersection. at Norell Avenue to accommodate the projected traffic volumes. When this occurs, the traffic bottleneck on Norell Avenue will be eliminated. • The preferred solution is to move the 60 Street frontage road further south. This will provide more space between T.H. 36 and the relocated frontage road for weaving and vehicle storage. It wilt take some time for the site to reach full occupancy and full demand. Once it is separated, it will be able to accommodate the area traffic volumes but may require 4-way stop sign control and possibly a traffic signal. Further study is necessary to fully estimate the impacts to determine the ideal frontage road configuration and the impacts of moving the frontage road. Page 12