HomeMy WebLinkAbout2003-07-02 NAC Planning ReportPLANNING REPORT
TO: Eric Johnson
FROM: Scott Richards
DATE: July 2, 2003
RE:
FILE NO:
BACKGROUND
Attached for reference:
798.02 — 03.08
Exhibit 1: Boundary and Topographic Survey
Exhibit 2: Concept Site Plan
Exhibit 3: Concept Grading Plan
Exhibit 4: Concept Utility Plan
Exhibit 5: Site Plan with Parking Information
Exhibit 6: Elevations
Exhibit 7: Highway 36 Roadway Plan
Exhibit 8: Project Narrative
Exhibit 9: Revised Traffic Report
NORTHWEST ASSOCIATED CONSULTANTS, INC.
5775 Wayzata Boulevard, Suite 555, St, Louis Park, MN 55416
Telephone: 952,595.9636 Facsimile: 952.595.9337 planners()lacplanning.com
Oak Park Heights — The Shoppes of Oak Park Heights
(Phase 2 Kohl's), North American Properties: Concept Plan
North American Properties has requested PUD concept plan approval to allow the
development of property at the southeast corner of 60 Street North and Krueger Lane.
The subject site is 6.1 acres and is directly north of the proposed Kohl's and other retail
development that was given concept plan approval by the City Council on June 4, 2003.
The property is zoned 0, Open Space Conservation and would be rezoned to B-2,
General Business District. The request is being processed as a PUD overlay to allow
the multiple commercial buildings with joint access and parking. The rezoning will be
done at the general plan stage of the PUD process.
It is anticipated that a general plan of development application will be brought forward
for the entire development in August.
ISSUES ANALYSIS
Comprehensive Plan. The subject property is designated as commercial by the Land
Use Plan of the Oak Park Heights Comprehensive Plan. The proposed shopping center
is consistent with the Comprehensive Plan and the existing Menard's development to
the west and the Wal Mart to the east.
Zoning. The subject site is currently zoned 0, Open Space Conservation and is
proposed to be rezoned to B -2, General Business District. A PUD overlay will be
applied to address the phased development and allowing the multi lot shopping center.
The property would be rezoned as part of the general plan of development review.
Subdivision. The proposed development is contained in Outlot B, Brackey Addition.
The property will be replatted into Tots and blocks as part of the general plan of
development review. The applicant has indicated that the plat may include a lot for the
Kohl's site and one or more platted lots for the other retail users. The applicant has
indicated that the plat for Phase 2 may include platted lots for each of the proposed site
users.
Surrounding Properties. The subject site is surrounded by the following:
• 60 Street North (Highway 36 to the north).
• Norell Avenue, McCormick's Furniture, City water tower site and Wal Mart to the
east.
• 58 Street North and Boutwells Landing to the south.
• Krueger Lane and Menard's to the west.
Project Description. The development consists of two restaurants, a fast food
location, and a bank site with a total square footage of more than 21 ,200 square feet.
The site plan indicates the creation of a drive aisle with access off of Krueger Lane that
separates the Phase 2 currently under consideration, from Phase 1 that has been
approved as a concept plan.
The other access to the site would be from 60 Street adjacent to the existing lift
station. Two other access locations proposed within Phase 1 will provide internal
circulation for both phases with access to Norell Avenue and Krueger Lane.
A portion of the Phase 2 area would be included in the Highway 36 frontage road plans
that have been developed by MnDOT. Official mapping of the roadway has not
occurred and the schedule for re- routing the frontage road unknown. If the frontage
road is re- routed, the 7,200 square feet restaurant building and a portion of the parking
would need to be removed. The fast food restaurant, the bank, and the 5,500 square
foot restaurant would remain with adequate parking. Exhibit 7 includes a plan that
incorporates the frontage road as now planned with the three remaining buildings and
parking.
2
Use
Ratio
Required Spaces
Phase 1
Kohl's (86,000 gsf X .9)
77,400
77,400
1 space per 166.6 sq. ft.
1 space per 200 sq. ft.
465
387
Kohl's Addition (19,200 gsf X .9)
17,280
17,280
1 space per 166.6 sq. ft.
1 space per 200 sq. ft.
104
87
Four Retail Bays (71,232 gsf X
.9)
64,109
64,109
1 space per 1 66.6 sq. ft.
1 space per 200 sq. ft.
385
321
Total
954
795
Phase 2
Restaurant (5500 sq. ft. X .9)
4,950
1 space per 40 sq. ft.
124
Restaurant (7,200 sq. ft. X .9)
6,480
1 space per 40 sq. ft.
162
Fast Food (2,500 sq. ft. X .9)
2,250
1 space per 35 sq. ft.
65
Bank (6,000 sq. ft. X .9)
5,400
1 space per 250 sq. ft. + 10
32
Total
383
TOTAL PHASE 'I AND 2
1,337
1,178
Traffic Generation. The traffic analysis that was conducted for Phase 1 did not
include the uses proposed in Phase 2. The parking analysis has been updated to
include the entire development and is found as Exhibit 9. Of particular issue is the
intersection of Norell Avenue and 60 Street and how Phase 2 will further impact the
traffic movements at that location. The City Engineer should comment on the potential
traffic issues associated with this development.
Off-Street Parking. According to Section 401.15.F of the Zoning Ordinance, shopping
centers must provide six parking spaces per each 1,000 square feet of gross floor area.
As part of the approvals for Phase 1 concept plan, the Planning Commission and City
Council agreed to vary from that requirement and determine an appropriate ratio for the
development. At a minimum, the retail standard of five spaces per 1,000 square feet
should be maintained and the restaurant /bank requirements would not be varied from.
As shown below, a total of 1,178 spaces for the entire development are therefore
required based upon the five spaces per 1,000 and 1,337 spaces based upon the six
spaces per 1,000.
Phase 1 of the development provides 1,008 parking stalls and Phase 2 an additional
300 parking stalls, for a total of 1,308. There will be cross easements for parking
throughout the development.
The Planning Commission and City Council, in approving the concept plan for Phase 1,
discussed the retail parking need versus the City requirements based upon the
ordinance. The consensus was that the general plan approvals should allow for a
lesser number of stalls than required under the shopping center (1 per 166.6) parking
requirement. Staff agrees that the minimum should be based upon the retail
3
requirement (1 per 200) and that the number of stalls indicated on the site plan be
reduced and shown as proof of parking. Based upon the requirement of 1,178 stalls
and a supply of 1,308, staff suggests that approximately 100 stalls could be converted
to landscaping and shown as proof of parking. If a need is identified for additional
parking at a later date, the landscaping, with approval of the City, could be converted to
parking. As part of the general plan review for both phases, parking stall ends could be
widened to at least 18 feet in width and a 18 foot center island could be added with
trees directly north of the Xcel Energy easement in Phase 1. Staff has identified
approximately 96 spaces that could be removed and landscaped. The widened stall
ends would provide additional area for trees and landscaping that would significantly
impact their appearance and survivability.
Setbacks. A preliminary plan has not been submitted to date in order to evaluate the
front, rear and side yards of the proposed Tots. The B -2 District requires a 40 foot front
yard setback, 20 foot rear yard, and 10 foot side yards or 20 feet on a corner. The PUD
approvals allow for variation of the setback requirements to accomplish the desired site
plan. There appears to be no issue with the building or parking setbacks as proposed.
Building Orientation/Internal Access /Site Issues. The building locations of Phase 2
have been determined partially based upon the possible future location of the frontage
road. The orientation will provide good visibility for the four buildings to the north as well
as the Kohl's and development to the south. The access locations to Krueger Lane and
60 Street are appropriately spaced from existing curb cuts and the internal access
between Phase 1 and 2 is positive.
The Zoning Ordinance requires drive through lanes to have at least 180 feet of stacking
distance. Both the fast food and bank will have adequate stacking area and distance.
The exit at the drive through lane for the fast food may provide for a difficult turning
movement for vehicles exiting to the south. The City Engineer should comment on this
area of the site plan.
The existing lift station has access off of 60 Street North directly adjacent to the
proposed access. It is recommended that the access be re- oriented to the access road
and the curb cut on 60 Street be removed.
The site plan indicates a trash dumpster to the south and west of the fast food building.
It is recommended that the dumpster be moved adjacent to or within the building so that
it is not a prominent feature on the primary access road.
The general plan of development will need to more clearly address pedestrian access
external and internal to the site. Sidewalk locations and connections to existing
sidewalks and trails will be evaluated at that time. There are no existing sidewalks on
the subject site adjacent to Norell Avenue, 58 Street, or Krueger Lane. The Parks
Commission should comment if any additional trails or sidewalks should be constructed
as part of this development. Sidewalk connections along either Norell Avenue and/or
Krueger Lane should be considered to allow for pedestrian /bicycle access from the
4
south. Adequately marked crosswalks on 58 Street at Norell Avenue and Krueger
Lane would need to be considered with any potential crossings.
Grading and Drainage. A concept grading and drainage plan has been submitted for
this development. The applicants do not anticipate the need to construct a stormwater
pond on this site at this time. The applicant will be required to apply for Browns Creek
Watershed District approval for the site. The watershed may require contributions for
downstream stormwater improvements or allow for drainage to and possible expansion
of the regional pond adjacent to the Menard's.
The Browns Creek Watershed District will be meeting on July 14, 2003 to discuss the
drainage issues for this site and the potential for expansion of the regional pond
adjacent to Menards. The general plan of development and development agreement
will need to address appropriate stormwater improvements /projects that result from the
development of this property.
Utilities. A concept utility plan has been submitted for this development. The City
Engineer and Public Works Director have indicated that the current utilities can
adequately serve the proposed development. Utility plans are subject to review and
approval of the City Engineer.
Loading Areas. The Phase 2 plans do not indicate locations of loading areas for the
three restaurants. The general plan review will need to address loading areas and
potential traffic /parking impacts while trucks are unloaded.
Architectural Appearance. As the development proposal moves forward, the
architectural appearance of the structure will be subject to detailed review in
comparison with the City Design Guidelines.
Lighting, Signage, and Landscaping. Detailed plans related to lighting, signage,
and landscaping have not been submitted. Such plans will need to be submitted and
considered as part of the general plan review.
Development Agreement. The applicant will be required to enter into a development
agreement with the City pending approval of a concept and general plan. The City
Attorney will require submittal of all cross easements and other easements necessary
for this development.
Conditional Use Permit Criteria. In the B -2 District, drive -in food restaurants are a
listed conditional use. Section 40.30.E.1 lists the criteria for reviewing the fast food
establishment. The criteria is as follows:
a. The architectural appearance and functional plan of the building and site shall not
be so dissimilar to the existing buildings or area as to cause impairment in
property values or constitute a blighting influence within a reasonable distance of
the lot.
5
b At the boundaries of a residential district, a strip of not less than five feet shall be
landscaped and screened in compliance with Section 401.15.E of this Ordinance.
c. Each light standard island and all islands in the parking lot landscaped or
covered.
d. Parking areas shall be screened from view of abutting residential districts in
compliance with Section 401.15.E of this Ordinance.
e. Parking areas and driveways shall be curbed with continuous curbs not less than
six inches high above the parking lot or driveway grade.
f. Vehicular access points shall be limited, shall create a minimum of conflict with
through traffic movements, shall comply with Section 401.15.F of this Ordinance
and shall be subject to approval of the City Engineer.
g
All lighting shall be hooded and so directed that the light source is not visible fro
the public right -of -way or from an abutting residence and shall be in compliance
with Section 401.15.B.7 of this Ordinance.
h. The entire area shall have a drainage system which is subject to the approval of
the City Engineer.
i. The entire area other than occupied by buildings or structures or plantings shall
be surfaced with a material which will control dust and drainage and which is
subject to the approval of the City Engineer.
All signing and informational or visual communication devices shall be in
compliance with Section 401.15.G of this Ordinance.
k. The provisions of Section 401.03.A.8 of this Ordinance are considered and
satisfactorily met.
The initial review of the criteria indicates that the proposed site plan and fast food
establishment will comply with what is listed above. A more complete review of the
criteria will be done as part of the general plan review.
CONCLUSION /RECOMMENDATION
The proposed development is consistent with the Comprehensive Plan and the planned
zoning for this property. While issues remain related to traffic and stormwater, staff
would suggest this project could be recommended for concept plan approval with the
conditions as follows.
6
1. The City finds that the proposed concept plan, building and parking arrangement
to be generally acceptable.
2. Rezoning of the property to B -2 with a planned unit development overlay would
occur concurrently with the general plan of development approval.
3. The City Engineer shall comment on the traffic analysis provided by the
applicant. The traffic circulation plan and required improvements shall be subject
to review and approval of the City Engineer.
4. The grading and drainage plan shall be subject to review and approval of the
Browns Creek Watershed District and the City Engineer. All required stormwater
improvements and/or payments shall be outlined in the general plan approval
and the development contract.
5. The Zoning Ordinance parking requirement of six parking spaces per 1,000
square feet may be varied for this development as part of the general plan of
development approvals. Applicants shall work with City staff to determine
appropriate ratio for the development. Parking stalls that are in excess of the
requirements for this development may be shown on the site plan as proof of
parking and landscaped appropriately.
6. The general plan shall include expanded parking stall end landscaping and green
areas to replace excess parking stalls.
7. The exit at the drive through lane for the fast food should be reviewed for vehicle
turning movements subject to approval of the City Engineer.
8. The existing lift station access shall be re- oriented to the access road and the
curb cut on 60 Street be removed.
9. The trash dumpster located to the south and west of the fast food building shall
be relocated adjacent to or within the building.
10. The general plan shall address adequate loading areas for the restaurant
buildings.
11. The concept utility plan is subject to review and approval of the City Engineer.
12. The Parks Commission shall comment on the need for additional trails and
sidewalks on /or adjacent to the subject site. Sidewalk connections along Norell
Avenue and Krueger Lane to 58 Street with crosswalks should be considered.
13. The architectural appearance of the structure shall be subject to Design
Guidelines review as part of the general plan of development consideration.
7
14. Detailed plans related to lighting, signage and landscaping shall be subject to
review as part of the general plan of development consideration.
15. The applicant shall be required to enter into a development contract with the City
subject to review and approval of the City Attorney and City Council All cross
easements and other easement documents required for this development shall
be subject to review and approval of the City Attorney.
8
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PUD — Concept Plan Application Narrative
The Shoppes of Oak Park Heights — Phase 2
June 20, 2003
Introduction
North American Properties is submitting the attached application for development of a
6.1-acre site in Oak Park Heights, Minnesota. An Application for development of the
18.4-acre site (Phase 1) was previously submitted to the City in April 2003. The City
Council approved the Phase 1 Concept Plan on June 4, 2003. This narrative describes the
Phase 2 site development and various aspects of the application request.
Location
The site is resentl vacant and located at the southeast corner of 60 Street North and
p Y
Krueger Lane. The overall parcel is bounded on the south side by 58 Street North. State
Highway 36 is directly to the north of the site. Through the center of the overall property
is a 200+ foot overhead electric transmission easement and a city water tower is south of
the subject property. Along property boundary, near 60 Street is an existing
� p g the north propert
city sanitary sewer lift station. Also along 60 Street are existing public sanitary sewer,
waterrnain and storm sewer lines. Menards is located west of the site and Walmart is
located to the east of the property.
Site Development
As shown on the Concept Site Plan, the proposed commercial site will include a variety
of retail users including two restaurants, a fast food pad and a bank site totaling 21,200+
square feet of retail space. The site plan shows the locations of the proposed buildings,
parking areas and vehicle access drives. The site plan also identifies the number of
proposed parking stalls to service the project. Primary access to the site will be from a
driveway accesses proposed off of 60 Street and Krueger Lane. Two other access
locations proposed with the Phase 1 development will provide internal circulation
pathways to Norell Avenue and Krueger Lane near the proposed Kohl's building.
From discussions with the City and MnDOT, it is mmderstood that the 60 Street Frontage
Road may be rerouted through this site in conjunction with the future Highway 36 and
Norell Avenue interchange project. At this time the schedule for the roadway rerouting is
unknown. In the case of the frontage road being rerouted, the 7,200 SF restaurant
building and some parking would be removed to accommodate the roadway. However,
the remaining three buildings would not be impacted by the new frontage road and the
remaining parking areas would be adequate to serve the building uses.
The overall property is currently platted as one outlot. Although a preliminary plat has
not yet been completed for the site, it is anticipated that the plat for the Phase 2 project
may include platted lots for each of the proposed site users.
EXHIBIT 8
Site Guiding and Zoning
According to the City's Comprehensive Plan, the site is presently Guided for a
Commercial use To accommodate the proposed site use, the property will need to be
rezoned from its current "0" Open Space — Conservation District zoning to "B -2"
General Business District. Rezoning of the site will likely include a Planned Unit
Development ('IM) overlay.
Building Architecture
The narrative on the building types will be provided by the Architect.
Roadway Access
The roadway system surrounding the property provides ample access to the proposed site
and piimary access will be from 60 Street and Krueger Lane. The Preliminary Traffic
Study submitted with the Concept Plan Application provides additional information on
existing and proposed traffic conditions.
Site Utilities
Public utilities for sanitary sewer, watermain and storm sewer service are presently
available to serve the site within the .adjacent roadway right -of ways. It is anticipated that
other utilities (Le., gas, electric, telephone) are also available to serve the site.
As shown on the Concept Utility and Grading Plans, stormwater drainage from the site
will be directed towards an existing 48 inch storm sewer pipe within Krueger Lane and
the existin g storm sewer facilities within 60 Street. Both storm sewer pipes drains west
into a regional pond created with development of the Menard's site. The proposed
concept plan for this site does not include onsite ponding facilities. The ability of the
Menard's pond to service both Phase 1 and Phase 2 developments is currently being
studied by the Brown Creek Watershed District. It is anticipated that the Menard's pond
will be enlarged if additional ponding facilities are required to serve the overall site.
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
EXHIBIT 9
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, 58th Street North on the south and 60th Street North on the north. Customer
access to the site is planned from two driveways on Krueger Lane, one driveway on 60th
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 58th 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
N (D
Mid Entr. 71,
72
1O'
to o
South Entr.
83
18.
0
40
VW)
33-J
245
North Frontage Road
24
r70
oa
co North Entr.
° °
fi
-13
237
TH 36
170
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0)
a)
0
0
0
z
58th St
Norell Exit
60th St
140 - ''
170
10 '
o uQ
15- ° ern
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150 N-
120-'
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Page 2
The planned roadway lane usage is shown on Figure 2.
Figure 2
Planned Roadway Lane Usage
xJ,;w
North Entr.
fl�
Mid Entr.
South Entr.
)
58th St )C
.tom,,. .. ..... ..
North Frontage Road
TH 36
Norell Exit
both St
J S;
All 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
60th 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. & Noreli Ave. Site Exit
A
Norell Ave. & 60th St. N.
, 23.1
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 of19,200
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 Tries
21.20
292
259
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:
Table 3
Trip Generation for Oak Park Heights Retail Site
Additional New Trips:
Total New Trips:
Traffic Assignment
' Trip generation was determined based on the standard trip generation rates contained in Trip Generation, fith Edition
(Institute of Transportation Engineers, 1997).
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
•
10%
5 %
25
Mid Entr.
South Entr.
North Frontage Road
TH 36
0)
0
0
North Entr.E
0
58th St
60th St
a)
U
0
z
Norei! Exit
15
a)
0
5%
Three methodologies of traffic assignment were employed to better accommodate
anticipated capacity shortages at the intersection of Norell Avenue and 60 Street
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 160 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:
0 Shortest Path — This is the path that traffic would be expected to choose if no
traffic congestion would interfere with travel (Figure 4).
Page 6
O 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
60th Street north. It routes some customers through the exit onto Norell Avenue
in the southeast corner of the development (Figure 6).
Figure 4
Development Volumes — Shortest Paths
100
21- r
CD r-
(\Ia
Mid Entr.
72
South Entr.
1$�
0
40
C)
182~
245
North Frontage Road
-139
j
to c
c N-
TH 36
353 - >
17
( - 357
X19
1)) r
04
::i `15 U
2 North Entr,
0
04 r0
04
r
0)(0
Cr)
-- 0
trk
43
X37
Nord! Exit
58th St
60th St
0 0�
15 (0r-
230 - ' T-
5t
-4 5
�r5
►85
Pe
- 290
04 Co ,E-s15
j
Page 7
Figure 5
Development Volumes --- Partial Reroute
100
21 r
�
Mid Entr. j'T
7 2 ` `�'
10 V O
°Q 5
South Entr. ,x
18
o-->
40
c�7 0
CO CO
17 " (4
182-'
245
North Frontage Road
X39
1
x - 4 3 0
28 North Entr. g
I
o
0 �
x
4
TH 36
224 - >
17m
4- 357
-219
Nore l Exit
58th St
both St
0 ' .
D °
0
0)
10-11 00) 10
15 N- rn
230
165
1070 (0 10
209`\ o N-
$,
211-
63--3
15
�5
F '75
x'185
'fi
c ) z90
i
X55
fi 0
�m e5
Page 8
Figure 6
Development Volumes — Nora Avenue Complete Rerouting
r
NCO
fi
Co 0
170 -
17
.n a
r
fl)
i North Entr. °
0
,39
fi r
0)f�
I ca
IL 43
X37
Norelt Exit
58th St
v
0
z
4
cn
0115 --
4
.k3
120-
55-)
15Th
100
21
Nig
Mid Entr.
72
Q o
1 0-
T C
�}
South Entr. :
‘t
18
0
40
CO C7
182 __/
245
North Frontage Road
x
,x
TH 36
60th St
409
196
0)
15 -) m
230-\A i
105 -
1070-4 co
209 c)1"-- CD
Jr(a
fi `45
F7
x'185
c‘1 co 90
nr cr r- <815
x
(
r— 0 co
0)
Page 9
Intersection Name
Post Development Paths
Shortest
Partial
Reroute
Complete
Reroute
80th St. N. & North Site Access
s
B
B
C
Krueger Lane & 80th St. N.
B
B
B
Krueger Lane & North Site Entrance
B
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. & 80th 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
C
23.8
C
25.5
C
22.3
0
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
O 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.
O 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.
O The planned truck accesses along 58th 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.
O The spacing between the T.H. 36 and 60th 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 50th 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. 35, .many difficulties would be expected with queuing
and weaving between the two intersections.
O 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 60th Street or turning right from the north site drive onto
60 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 60th 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 11
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 60th Street and T.H. 36 will not be adequate during peak
traffic conditions.
• The problems at 60th and Norell can be lessened by encouraging site traffic
destined for T.H. 36 to use Norell Avenue instead of 60th 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 p ath 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.
O 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 p referred 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 will 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