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Home My WebLink AboutJuly 27, 2009O~ I'Rl~~ ti ~, ~ 4646 Dakota Street S.E. u {~ x Prior Lake, MN 55372-1714 ~INNESO~~' REGULAR PLANNING COMMISSION AGENDA MONDAY, JULY 27, 2009 City Council Chambers 6:00 p.m. 1. Call Meeting to Order: 2. Approval of Minutes: A. July 13, 2009 3. Public Hearings: A. EP09-111 EFH Realty Advisors, Inc. is requesting approval for a Combined Preliminary and Final Plat on the proposed project site. B. EP09-110 EFH Realty Advisors, Inc. is requesting a Conditional Use Permit to allow for the operation of a motor fuel station and a carwash on the subject site. 4. Old Business: 5. New Business: 6. Announcements and Correspondence: 7. Adjournment: L_\09 FILES\09 PLANNING COMMISSIOM09 AGENDAS\AG072709~W CitlJOl pYlOYlake.COYn Phone 952.447.9800 /Fax 952.447.4245 PLANNING COMMISSION MINUTES MONDAY, JULY 13, 2009 1. Call to Order: Chairman Ringstad called the July 13, 2009 Planning Commission meeting to order at 6:00 p.m. Those present were Commissioners Perez, Billington, Howley and Ringstad, Community Development/Natural Resources Director Danette Parr, Planner Jeff Matzke and Community Development Assistant Michelle Czycalla. 2. Approval of Minutes: The Minutes from the June 22, 2009, Planning Commission meeting were approved as presented. 3. Public Hearings: A. 09-121 Prior Lake-Spring Lake Watershed District is requesting a Conditional Use Permit for the grading and excavation to be done as part of the Prior Lake-Spring Lake Watershed District's Outlet Channel Restoration and Enhancement Project. Planner Jeff Matzke presented the Planning Report dated July l 3, 2009, on file in the office of the Community Development/Natural Resources Department. Matzke highlighted three segments of the outlet channel where the work will be completed. Matzke stated this project totals approximately 500 cubic yards located on City of Prior Lake Property, YMCA camp property, and along several easements that cross privately owned property. Matzke invited Mike Kinney with the Prior Lake-Spring Lake Watershed District to talk further about the project. Mr. Kinney explained thaf the outlet channel restoration.project has been in the works for 10 years and the Watershed District is now preparing to finalize the plansand move into construction this fall. Kinney explained the objectives are to make sure there is enough capacity for conveyance of water through the channel, to complete the project while limiting the amount of construction activity, and to make it look natural. Kinney went on to explain the work that will'be completed on each segment of the channel. Kinney mentioned that the Watershed District, with guidance from the City, is trying to minimize any disturbance or removal of trees larger than eight inches within close proximity to the channel. Kinney stated the overall project cost is just under $500,000 and choosing this design will save the two cities, the SMSC and the Watershed District roughly $2.5 million. Kinney added those portions of the channel that are in good condition will be left alone and will undergo frequent monitoring. Questions from the Billington asked to what extent the DNR is involved in the project. Kinney replied permitting only. Billington asked if there are any concerns regarding cutting down trees and the adverse affect on neighboring properties. Kinney replied that most of the trees in the area are fairly immature. Kinney mentioned the Watershed District has asked City Staff to identify trees they would like to remain in the area. Kinney added the current design reduces the amount of excavating, thus reducing the number of trees that will be removed. Kinney highlighted there will not be any trees removed in segment 2, and in segment L:A09 F[LES\09 PLANNING COMMISSION\09 MINU"TES\MN071309.doc Planning Commission Meeting July 13, 2009 4 the property owners have asked that ail infected trees be removed due to the number of box elder bugs. Kinney added there are a few oak and other trees that will remain and new trees will be planted. Howley commented that in segment 4 the report states that all proposed work will be completed within property often private land owners; however work will be completed within existing easements of nine of the land owners. Howley asked if there is one easement that is outstanding? Kinney replied one of the property owners has not come to an agreement as to correcting the easement. Kinney stated that the channel and the easements are not in line each other. Kinney explained the Watershed District completed the survey work and offered to complete all legal aspects of the work. Kinney stated that the Watershed District feels they are doing the property owner a favor to remove the possibility of an errant easement on the property if they were ever to sell. Kinney added the attorney handling the project believes the Watershed District has a prescriptive easement, it's just a matter of establishing a good relationship with the property owner. Planner Matzke clarified the property Howley is referencing is in the City of Shakopee. Commissioner Ringstad read the Public Hearing Statement and opened the public hearing at 6:20 p.m. Comments from the public: Mona Hanson, 4250 140t'' Street, lives just east of the easement road to the park. Hanson asked if there is a need to widen the road to the property located at 4270 140°i Street fol- equipment transfer, etc. Kinney replied the Watershed District does not anticipate any additional tree removal along that road. Kinney stated the road width has not been measured for purposes of getting trucks and excavating equipment into the area. Kinney recalled some excavating that was done in the Pike Lake area a few years ago and remembered that transporting equipment was not a problem and doesn't anticipate any problems this time. Jerry Miller, 13151 Pike Lake Trai located on his property. Jerry woul~ room there as it is. Jerry stated that District has done. Jerrv would like The public hearing was Commissioner Comments: Perez: • There has been a great deal of • Looks like a good plan and ag • Supports. Billington: • Satisfied with the staff report. • Supports. has a concern regarding one of the easements in segment 4 that is not like to see additional easement taken because there is not much ver the years the channel has moved due to work the Watershed e channel to remain on the easement when the work is complete. diligence put into this complex project involving various entities. with staff s report. Howley asked staff why the grading permit is not included with the CUP. Planner Matzke replied that the City has received an application for a grading permit and because the area is over 400 cubic yards CUP approval needs to be given by the Planning Commission prior to approval of the grading permit. Howley • Thinks this is a good plan. • Would like to see that communication stays intact within the property owners along the project. • Supports. L \09 FILES\09 PLANNING COMMISSION\09 MINUTES\MN071309.doc 2 Planning Commission Meeting July ] 3, 2009 Ringstad • Agrees with fellow Commissioners. • This is a well thought out plan. • Agrees with the staff report that all eight CUP criteria have been met. MOTION BY BILLINGTON, SECONDED BY HOWLEY, TO APPROVE RESOLUTION 09-01 APPROVING THE CUP, SUBJECT TO THE LISTED CONDITIONS. Vote taken indicates ayes by all. MOTION CARRIED. B. 09-120 Prior Lake/Savage Area School District is requesting an alternative school on the site located at 15875 Franklin Trail SE. Planner Jeff Matzke presented the Planning Report dated July 1 Community Development/Natural Resources Department. Matzke described the request for an Interim Use Permit and the Matzke described the site/building as well as adjacent uses and number of parking spaces indicating the site meets the parking r that parking may become an issue if vacant spaces in the buildir parking needs. Matzke stated staff recommends the school be al the ability to apply for an extension for up to a maximum of ten The public hearing opened at 6:37 p.m. Use Permit to allow an on file in the office of the that accompany the request. ing. Matzke reviewed the s. Matzke expressed concern red to tenants with high intensity an interim use for five years with Comments from the public: David Lund, Principal of Prior Lake High School, approached the podium for questions from the Commissioners. Billington asked if the alternative school settings are .typical of high school operation. Lund replied in his experience with area learning centers it's the expectations set forth by the school. Lund stated that there is a high school just down the road with 2,300 students that has a good reputation. Lund believes it's the community and schools expectations and anticipates no different from the area learning center. Lund reiterated that it is setting those expectations for the students and holding them accountable for their actions. Perez asked if they currently monitor the parking lot at Prior Lake High School. Lund replied that they have a liaison officer on site and between the officer, Lund and the assistant principal they monitor it the best they can. Lund highlighted that students that attend the area learning center can ride their normal routes to the high school and pick up a shuttle that will take them to the area learning center. Lund stated that the area learning center in Lydia has 48-50 students with about a dozen cars on site. Lund added that each person who parks on site will have to register their vehicle with the area learning center. Lund stated that parking and transportation will be monitored very closely. Billington asked what the student teacher ratio will be. Llmd replied that it will be no more than 20:1 to begin with and hopes to get near 12:1 to 15:1 as the program grows. Ringstad asked if there is going to be extensive tenant improvements done to the space and if there will be a food service on site. Lund stated that a food service program is in the works and will be accommodated by the food service in other District buildings. Lund added they are planning a closed lunch and will create L:A09 FILES\09 PLANNING COMMISSION\09 MINUTES\MN071309.doc Planning Commission Meeting July 13, 2009 food options in accordance with the District. Lund indicated the space is move-in ready with the exception of a few minor improvements the landlord is doing. Howley asked if the shuttle will drop students off on Franklin Trail or if it will pull into the parking lot. Lund stated that currently the plan is to drop off on Franklin Trail. Lund added the District is aware that there are retail tenants in the building and are trying hard not to encroach on their operations. Howley commented that there is a sidewalk along Franklin Trail, however it is not connected to the building. Howley asked if it was possible to have a sidewalk connection to the building. Lund replied that this is a concern of District's as well. Perez asked if vacant spaces in the building become occupied in the future will the area learning center require the students to park at the high school and shuttle to the location. Lund replied yes that is possible. Lund added the District has also considered using some of the elementary school parking spaces to the east of the site and creating a sidewalk down to the area learning center. Perez asked if Lund has discussed these parking alternatives with the landlord. Lund replied he has discussed these options with his planning team but not the landlord. Lynn Robson from Greystone Commercial (representing the landlord at Northgate Center) welcomed any questions from the Commissioners. Lynn added that an engineer can certainly look at the turning ratios for the shuttle that the District is looking to use. ~.~x ~ ~:. The public hearing was closed at 6:47 p.m. ;..~ ~: ~~~ Commissioner Comments: ,;;~~ ~-~~;t~~r Billington • Ve-•y satisfied with the responses from the applicant, the report, and staff. • Supports. How1eY ~,..~,;~~~ - ,~~'> • Agrees with the findings. ~~~. ~,.~;~~ • Ok with the 5 year term. ~ r, • Supports. 1 ear. ` f ~;~'" ~~ Perez '~~~~.~:- • Concerned with transportation and future parking issues. • Acknowledged the location within the building is ideal. • Satisfied with the plan. • Stressed the need to make sure there are no negative impacts to current or future tenants. • Supports. Ringstad • Agrees with Commissioners. • This looks like the perfect situation for both the school and landlord. MOTION BY PEREZ, SECONDED BY BILLINGTON, TO RECOMMEND APPROVAL OF AN INTERIM USE PERMIT TO ALLOW AN ALTERNATIVE SCHOOL IN THE C-2 ZONING DISTRICT, SUBJECT TO THE LISTED CONDITIONS. Vote taken indicates ayes by all. MOTION CARRIED. L:A09 FILF.,S\09 PLANNING COMMISSION\09 MINUTES\MN071309.doc 4 Planning Commission Meeting July 13, 2009 This item will go before the City Council on July 20, 2009. 4. Old Business: None 5. New Business: A. 09-118 Habitat for Humanity is requesting the transfer of City land for a future Habitat for Humanity site. The site is located at 3631 170t'' Street. Community DevelopmentMatural Resources Director Danette Parr presented theStaff Report dated July 13, 2009, on file in the office of the Community Development/Natural Resources Department. Parr explained the possible opportunity the City has to partner with Habitat for Humanity for future construction or relocation of a home on City owned property. Parr highlighted that Scott County acquired this property in 2007 as part of the County Road 12 project. The County conveyed the property to the City and deferred the City's contribution to the right-of--way acquisition until the City sold the property as part of phase 2 of the County Road 12 project scheduled to begin in 2010. Parr added at which time the City will owe the County $100,000. Questions from the Commissioners: Howley asked staff if this is a legal Howley asked if the driveway will come off Ston Perez asked if Habitat for Humanity has encountf land. Parr stated Habitat for Humanity has transff on specific communities or the amount of money Ringstad asked Chad Dipman of Habitiat for Humanity could provide some level of compensation for the land himself Dipman added Habitat for Humanity could de some finulin~ available from the State. replied yes. yes. filar situaYoninvolving a transfer of money for ~y in exchange for land. Parr could not comment sere is a possibility that Habitat for Humanity >man replied that he can't make that decision ly take it into consideration as there may be Commissioner Comments: Howley • The project definitely meets the goals of the Comprehensive Plan. • Thinks this is a fantastic idea. • Thinks the land should be tratlsferred to Habitat for Humanity, but compensation is different question. • Believes there needs to be some negotiations with Habitat for Humanity before a decision to transfer the land takes place. • Thinks the City should absolutely get something in return for the land, but doesn't know where to begin on deciding a number. Perez • Agrees with Commissioner Howley. • The City does have a need for entry level/median income homes. • Staff has been looking for opportunities where the City can meet the strategic plan and this seems to be the answer. • This is the direction the City wants to go. L:A09 FILES\09 PLANNING COMM[SSION\09 MINUTES\MN071309.doc S Planning Commission Meeting Julv 13, 2009 • Tough to put a number on the compensation. • With fimding from the State there is some opportunity to make this work. Billington • Likes this proposal and thinks Habitat for Humanity has done great work around the country. • Thinks it would be a good step for Prior Lake and sees no problems with the proposal. • The City's fiscal situation and budget pressure is a real challenge. The City would be hard pressed if it were to donate the property at the present time. • Views the appraisal of $58,000 should be a starting point in determining compensation for the land. • The City could be criticized for recommending donation of the land given its current fiscal situation. • The citizens/tax payers of Prior Lake deserve some compensation for this land. The City has a $100,000 bill to pay in 2010. • Likes the project and supports the idea, however the City and Habitat for Humanity need to come to terms with some sort of compensation. Ringstad • Agrees with everything that's been said. • There is no question that this fits with the Comprehensive Plan. • This lot is an asset to the City and tax payers. • Will not support handing this land over with out any sort of coma • The City could list this property with a realtor and get some mono when building permits were high these types of donations probab • Encourages City Council to consider something that would come Hopes that something can be worked out through some of the mo This item will go back to the City Council on August 3~a AnnouncemE Parr clarified that the Conditional Use Pern Advisors, Inc. 7. Adjournment: The meeting adjourned at 7:15 p.m. Michelle Czycalla, Community Development Assistant .~~s ._~'~~° that is needed. A few years back wouldn't stand out as much. ick to the taxpayers. y that is available through the State. be held on July 27, 2009 and will include the applications received from EFH Realty L:A09 FILES\09 PLANNING COMMISSION\09 MINUTES\MN071309.doc 6 O~ PRIO ~ ~'',, ,' v u' ~,NN~ 4646 Dakota Street S.E. Prior Lake, MN 55372-1714 COMMUNITY DEVELOPMENT AND NATURAL RESOURCES REPORT AGENDA ITEMS: 3A & 3B SUBJECT: PUBLIC HEARING FOR A COMBINED PRELIMINARY & FINAL PLAT AND A CONDITIONAL USE PERMIT TO ALLOW A MOTOR FUEL STATION & CAR WASH WITHIN THE C-2 (COMMUNITY BUSINESS) ZONING DISTRICT PREPARED BY: DANETTE PARR, COMMUNITY DEVELOPMENT AND NATURAL RESOURCES DIRECTOR PUBLIC HEARING: X YES NO-N/A DATE: JULY 27, 2009 INTRODUCTION EFH Realty Advisors, Inc. has applied for the following requests: • A Combined Preliminary and Final Plat. • A Conditional Use Permit to establish a motor fuel station and car wash within the C-2 Zoning District. The subject sites are located on property at 14311 Timothy Avenue, 14291 Timothy Avenue, and 6880 Boudin Street. On April 6, 2009 the parcels were resignated to C-CC (Community Retail Shopping) on the 2030 Comprehensive Land Use Plan Map, and on June 15, 2009, the parcels were rezoned C-2 (General Business). The C-2 Zoning District allows motor fuel stations and car washes by Conditional Use Permit. The Planning Commission was originally scheduled to hold the public hearing regarding the subject site on July 13, 2009. However, the applicant submitted a request to the City asking that the public hearing be rescheduled to July 27, 2009 to allow them additional time to revise the proposed plans. PHYSICAL SITE CHARACTERISTICS Total Site Area: The total site area is 4.19 net acres and 5.77 gross acres. Existing Use: The three parcels contain two residential structures (14311 and 14291 Timothy Avenue) and the vacant Crossroads Church building, a storage shed/garage, and parking area (6880 Boudin Street). The applicant proposes to remove all existing structures on the site (a demolition permit has been issued). I:\09 files\09 cup's\efh realty advisors, inc\july 27, 2089 e~h pc repprt.doc www aiyo pYiorlaKe.com Phone 952.447.9800 /Fax 952.447.4245 Topography: The existing topography on the site is varied, with elevations ranging from 926 to 946. Vegetation: Currently, the site has a variety of tree species, including the following: Maple, Cottonwood, Birch, Ash, Spruce, Apple, Pine, and Locust. 19 of the 37 trees are categorized as significant. Wetlands: According to information on file at the City, no wetlands are present on the site. Adjacent Land Use and Zoning: • To the north of this property is commercial land, designated as C-NR (Neighborhood Retail Shopping) and R-LD (Urban Low Density). The northern property is zoned C-1 (Neighborhood Commercial) and R-1 (Low Density Residential). • To the west (across Timothy Avenue) is low-density residential land, designated as R-LD (Urban Low Density), and zoned R-1 (Low Density Residential). • To the east (across State Hwy 13) are commercial businesses within a Planned Mixed Use Development. This land area is within the City of Savage. • To the south (across Boudin Street) is commercial land, designated as C- CC (Community Retail Shopping), and zoned C-2 (Community Business). PROPOSED PLAN Lots: The Combined Preliminary and Final Plat consist of 2 lots for future commercial uses. Prior to building permit issuance, the developer will need to have a CIC Plat approved if he wishes to subdivide the attached two commercial buildings proposed for Lot 2 (proposed day care building and auto parts store) for mortgage purposes. Lot 1 is 78,936 square feet and Lot 2 is 103,684 square feet. Streets: All proposed lots have frontage on the existing Boudin Street. No new streets are proposed. Sidewalks/Pedestrian Pathways: The interior of the project has sidewalks along the front of the buildings. In addition, the site plan has been modified from its earlier versions to show a sidewalk from the corner of Timothy/Boudin and extending along the development leading to the TH 13 intersection. I:\09 files\09 cup's\efh realty advisors, inc\july 27, 2009 efh pc report.doc 2 The property owners of the future sites will be responsible for clearing snow from the sidewalk proposed to extend along Boudin Street, as is indicated in Section 701.100 of the City Ordinance: "It shall be unlawful for any property owner or occupant not to remove snow, ice, or rubbish from his abutting sidewalks, and it shall be the primary responsibility of said owner or occupant to perform said removal." Topography: The applicant is proposing to extensively regrade the site. At final grade the highest point will be 940 (top of the retaining wall) at the northwestern property boundary and approximately 926 along the southern property boundary. The most directly adjacent residential sites (north of the proposed convenience store and west of the car wash) have elevations around 938 and 940. signage: The applicant has modified the plans to show no signage facing residentially zoned property. The plans show wall signage for each commercial user, as well as two (2) pylon signs (20 feet in height) and one (1) monument sign (10 feet in height). The proposed signage is in accordance with the Zoning Code. The applicant shall obtain sign permits to assure proper signage size and placement and any signs over 6 feet in height will be required to be engineered and receive a building permit. Exterior Materials: The proposed elevations show a mix of brick and stucco/ efis. The applicant will need to submit an elevation rendering depicting the material (%) breakdown for the proposed auto parts and day care buildings (Lot 2) prior to building permit issuance. The majority of the Kwik Trip convenience store building is brick with metal fascia and accents. The overhead filling station canopy is flat roofed and will use similar materials as the metal fascia and accents contained in the convenience store. Sanitary Sewer/Water Mains: Sanitary sewer and water main extensions will come from Boudins Avenue. Storm Sewer: Grading on the site will direct runoff to newly dedicated drainage and utility easements, ponds, and raingardens. Landscaping: The developer has submitted a landscaping plan that contains the following: • 115 trees (10 not reflected on the most recent plan-refer to bufferyard screening section below). • 192 shrubs • 394 perennials • 609 various prairie plugs The landscaping plan provides a variety of tree species and sizes and exceeds landscaping requirements. I:\09 files\09 cup's\efh realty advisors, inc\july 27, 2009 efh pc report.doc Tree Replacement: The applicant has submitted an inventory identifying 37 trees on the site, 19 of which are considered significant trees. Due to extensive regrading of the site, the majority of the trees are proposed to be removed (with the exception of two coniferous trees along the property line adjacent to Timothy Avenue. Two maple trees on the site qualify as Heritage Trees (Maple trees measuring 30 and 33 caliper inches in size). AI Friedges, Prior Lake Parks Supervisor, visited the site and evaluated various trees to establish the probability of transplanting any of the most desirable trees. Mr. Friedges stated that due to their sizes, it was unrealistic to expect that the trees would be viable if transplanted. The proposed landscape/tree replacement plan exceeds the tree replacement requirements. Buffer Yard/Screening: Since the most recent landscape plan was submitted on July 13, 2009, the applicant has contacted staff in writing and asked to supplement the landscape plan to also include the following: • Add six (6) - 6 foot tall (balled and burlapped) Black Hill Spruce trees along the eastern property line, directly east of the overhead door location for the auto parts store; and • Add four (4) - 8 foot tall (balled and burlapped) Colorado Blue Spruce trees along the west properly line adjacent to the southern rain garden along Timothy Avenue (to provide additional screening along Timothy Avenue). The site plan shows a mix of deciduous and coniferous trees to provide screening to residential areas. In addition, the applicant is proposing an 8 foot tall board on board fence along the residential properties adjacent to the west side of the car wash and the north property line adjacent to the convenience store, as well as fencing along Timothy Avenue where there is not a building wall. The proposed plan with the landscaping modifications will meet the Code requirements as detailed in Section 1107.2000 of the Zoning Code related to buffer yards. In determining if additional tree planting could be provided, staff shared the plan with AI Friedges, Prior Lake Parks Supervisor, who indicated that greater numbers of plantings placed closer together, could create a situation of die-off. If the Planning Commissioners wishes to require increased screening to residential areas, it would likely benefit from increased sizes of trees and berming, versus increased amounts of trees. Parking: The proposed 118 parking stalls will meet the parking required by the Zoning Code. Prior to Preliminary and Final Plat approval, the applicant must submit cross access and shared parking agreements between lots. Fees: This development will be subject to the standard development fees. I:\09 files\09 cup's\efh realty advisors, inc\july 27, 2009 efh pc report.doc 4 ANALYSIS The 4.19 acre site is proposed to contain the following elements: • A 9,293 square foot auto parts store • A 9,005 square foot daycare • A 4,000 square foot outdoor play area • A 5,280 square foot convenience store • Fuel pumps with an overhead canopy • A 2,790 square foot carwash. The proposed site plan will meet setback requirements. The motor fuel station and the carwash will be required to adhere to conditions detailed in the City Code. Section 1102.1103(1) of the Zoning Code allows a motor fuel station with a Conditional Use Permit in the C-2 Zoning District. The use is subject to the following conditions: a) A bufferyard, as determined by subsection 1107.2003, shall be constructed along all lot lines abutting "R" Use Districts, except that no wall shall be required within the required front yard. b) All pump islands, air dispensers and other service devices shall be installed at least 12 feet off and toward the interior of the lot from any required yard line, and no display, servicing of vehicles, parking or dispensing of gasoline shall take place within the required yard. On sites where pump islands have been constructed at the required yard line, a landscaped area of 8 feet will be installed in the required yard. c) All parking and paved areas shall meet the grading, design, and landscaping requirements of subsection 1107.200. d) All on-site utility installations shall be placed underground. e) Outside sale or display is permitted for gasoline, seasonal items, and other goods consumed in the normal operation of a car, including but not limited to oil, gasoline and oil additives, windshield wipers, tires and batteries. No products shall be sold or displayed in any required yards, parking areas, or drive aisle. f) Canopies and canopy support systems shall be designed and constructed of materials which are compatible with the principle structure. g) No public address system shall be audible from any property located in an "R" Use District. Section 1102.1103(2) of the Zoning Code allows a car wash with a Conditional Use Permit in the C-2 Zoning District. The use is subject to the following conditions: a) No public address system shall be audible from any property located within an "R" Use District. I:\09 files\09 cup's\efh realty advisors, inc\july 27, 2009 efh pc report.doc b) Drainage and surfacing plans shall be approved by the City Engineer. The plans shall describe the wash water disposal and sludge removal facilities for on-premise dust, salt and other chemical and mud abatement. Drainage must be designed to prevent the accumulation of surface water, wash water or sludge on the site or in the vicinity of the premises. c) All parking and paved areas must meet the drainage, design and landscaping provisions of Subsection 1107.200. d) The ingress or egress points for an accessory car wash shall be approved by the City Engineer. The exit door from the car wash shall be at least 45 feet from the public right-of-way. Drainage shall be away from the public street at egress points of the car wash to prevent spillage onto the street. The grades of the interior floor shall be sloped away from the exit door, and sloped to an accepted interior drainage system. No water which is used in the operation of the car wash shall be allowed on any public right-of-way. e) An automatic car wash accessory to a motor fuel station or motor vehicle service and repair facility shall provide stacking space for at least four cars. Cars located in these stacking spaces should not block ingress and egress driveways on the site or driveways providing access to gasoline pumps, service bays or required off-street parking, except that vehicles in stacking spaces may block access to parking stalls which are signed for employee parking only. f) Hours of operation shall be limited to 6:OOam to 10:OOpm, unless the service doors to the facility remain closed at all times. The Planning Commission may want to consider the following while reviewing the proposal: Traffic: Previously, traffic studies have been conducted for the TH 13/CSAH 42 Area (November 3, 1997) and a feasibility study from Boone Avenue to CSAH 42 and CSAH 42 to Rustic Road (September, 1998). These traffic studies were from 1997 and 1998 and are outdated. In addition, they do not take into account the potential for traffic generation based on the specific land uses being proposed for the site. For that reason, staff asked that the developer have an outside engineering company conduct an up to date traffic study. In response, the applicant provided a study done by Spack Consulting, an independent licensed professional engineer, dated June 23, 2009 (attached). The study focused on the following four objectives: 1) Document how the adjacent existing transportation system operates. 2) Analyze how the adjacent transportation system will operate in the future if there is no development. 3) Analyze how the adjacent transportation system will operate in the future with full development of the site. 4) Recommend Improvements if needed. The study focused on the following three intersections: I:\09 files\09 cup's\efh realty advisors, inc\july 27, 2009 efh pc report.doc 1) Highway 13 and South Park Drive. 2) South Park Drive and Boudin Street. 3) Boudin Street and Timothy Avenue. The study had the following three main findings: 1) The study intersections will operate acceptable or better in all study scenarios. No mitigation measures are necessary to accommodate the proposed site's traffic. 2) The traffic forecasts in this report should be forwarded to Mn/DOT so they can be incorporated into their Highway 13 signal retiming project. 3) Pedestrian and bicycle activity is minimal near the site. However, the existing on-street bicycle/pedestrian paths will not be adequate given the increased traffic volumes forecast for Boudin Street. A sidewalk should be built on the proposed site to the east and south along Boudin Street to separate pedestrians and bicyclists from vehicles. Noise: In a case of commercial noise, the City follows State Noise Regulations (MN State Rule 7030). We regulate noise in relation to Decibel Level (sound pressure specifically). Largely it depends on the distance of the source and the attenuation of the surrounding environment (buffering landscaping, roadway noise between the source and the area measured from, etc). In cases where the City has concerns regarding if volumes exceed allowed levels, staff measures the decibel levels with a decimeter. If sound levels exceed allowable regulations, the activity would be ordered to cease. According to the Minnesota Pollution Control Agency, the following levels can be used when comparing decibel levels associated with common land use activities: Sound Pressure Level (decibels) Noise Source 140 ................................................... Jet Engine (at 25 meters) 120 ................................................... Average Rock and Roll Concert 90 ..................................................... Chainsaw 80 ..................................................... Heavy Truck Traffic 70 ..................................................... Business Office 60 ..................................................... Conversational Speech (3 feet away) 50 ..................................................... Library 40 ..................................................... Bed room 30 ..................................................... Secluded Woods 20 ..................................................... Whisper The Kwik Trip site will not be allowed to exceed a noise decibel level (db) standard during the day of 65 db and 55 db from the hours of 10 pm to 7 am. From previous research conducted in relation to Kwik Trip car washes/dryers (as part of a previous CUP application in the Wilds), staff does not believe these standards will be exceeded. I:\09 files\09 cup's\efh realty advisors, inc\july 27, 2009 efh pc report.doc Hours of Operation/Delivery: The applicant has indicated that Kwik Trip intends to have the convenience store and gas pumps open 24 hours a day. The car wash hours would be from 6 am to 10 pm. Kwik Trip has not indicated their specific hours of delivery. The day care is proposed to have typical day time hours. The auto parts store is anticipated to have hours from 7 am to 9 pm during the week and 8 am to 6 pm on the weekends. Typical delivery schedules for the auto parts store includes a daily box truck delivery between the hours of 8 pm and 9 pm and two interstate trucks every weekday. Construction Timing: The applicant has indicated that they intend to grade the entire site and begin construction on Lot 2 (auto parts and day care sites) as soon as possible, but will defer construction on Lot 2 (proposed Kwik Trip) until 2010. If construction takes place as proposed, it is unlikely that landscaping can be established on the site prior to winter. Access Points: The applicant is proposing to close off the existing access points on Timothy Avenue and instead provide two access points off of Boudin Street. Staff has asked, and the developer has agreed to place a "No Thru Traffic Sign" to the immediate north of the entrance/exit access point closest to Timothy Avenue to discourage people from entering the neighborhood. In addition, two additional speed limit signs will be erected on Boundin Street. Impacts on Adjacent Residential Areas: Residential property owners within the vicinity of the development site have expressed concerns relating to how the project will impact their neighborhood in a variety of aspects (correspondence attached). Additional information related to this will be shared at the public hearing. CONDITIONAL USE PERMIT FINDINGS: Section 1108.200 of the City Code sets forth the general criteria utilized to review a CUP application, including the following: (1) The use is consistent with and supportive of the goals and policies of the Comprehensive Plan. Two of the objectives of the Comprehensive Plan are to "determine and strive for a balance of commerce, industry and population" and to "maintain high standards in the promotion and development of commerce and industry." This proposal will be consistent with the goals, objectives, and policies of the Comprehensive Plan provided it complies with the conditions of approval. I:\09 files\09 cup's\efh realty advisors, inc\july 27, 2009 efh pc report.doc Another objective of the Comprehensive Plan is to "enact and maintain policies and ordinances to ensure the public safety, health and welfare. " The proposed motor fuel station use would appear consistent with these policies. (2) The use will not be detrimental to the health, safety, morals and general welfare of the community as a whole. The use will not be detrimental to the health, safety, and general welfare of the community as a whole, provided all conditions of approval are met and any additional necessary conditions are applied to safeguard the community as a whole. (3) The use is consistent with the intent and purpose of the Zoning Ordinance and the Use District in which the Conditional Use is located. One purpose of the Zoning Ordinance is to "protect the residential, business, industrial and public areas of the community and maintain their stability." The proposed use is consistent with this goal, provided the site complies with all conditions as approved by the Planning Commission. (4) The use will not have undue adverse impacts on governmental facilities, services, or improvements, which are either existing or proposed. The use will not over burden municipal facilities. (5) The use will not have undue adverse impacts on the use and enjoyment of properties in close proximity to the conditional use. The Zoning Ordinance places conditions on the use that are intended to protect the use and enjoyment of adjacent properties in the "R" use districts. The Planning Commission must determine if adequate mitigating elements have been incorporated on the site (screening, landscaping, setbacks, hours of operation, etc) to limit adverse impacts on the use and enjoyment of the adjacent properties. (6) The use is subject to the design and other requirements of site and landscape plans prepared by or under the direction of a professional landscape architect, or civil engineer registered in the State of Minnesota, approved by the Planning Commission and incorporated as part of the conditions imposed on the use by the Planning Commission. The site will be required to have an approved buffer yard along all lot lines that abut residential sites. (7) The use is subject to drainage and utility plans prepared by a professional civil engineer registered in the State of Minnesota which illustrate locations of city water, city sewer, fire hydrants, manholes, power, telephone and cable lines, natural gas mains, and other service facilities. The plans shall be included as part of the conditions set forth in the CUP approved by the City Council. The applicant has been working with the Engineering Department to meet grading and drainage requirements. Prior to any building permits, the I:\09 files\09 cup's\efh realty advisors, inc\july 27, 2009 efh pc report.doc 9 applicant will be required to have approval of all grading and drainage plans by the City Engineer. (8J The use is subject to such other additional conditions which the Planning Commission may find necessary to protect the general welfare, public safety and neighborhood character. Such additional conditions may be imposed in those situations where the other dimensional standards, performance standards, conditions or requirements in this Ordinance are insufficient to achieve the objectives contained in subsection 1108.202. In these circumstances, the Planning Commission may impose restrictions and conditions on the CUP which are more stringent than those set forth in the Ordinance and which are consistent with the general conditions above. The additional conditions shall be set forth in the CUP approved by the Planning Commission. The Planning Commission may revise the recommended conditions or attach additional conditions as they deem appropriate to protect the health, public safety, and general welfare of the neighborhood and community. CONCLUSION The proposed motor fuel station and car wash is allowed in the C-2 district with approval of a Conditional Use Permit. In order to meet the Code requirements for the above-listed criteria, the applicant shall meet the following conditions: 1. Conditions outlined in Section 1102.1103(1) of the City Code, related to motor fuel stations as a use permitted by a Conditional Use Permit, shall be adhered to. 2. Conditions outlined in Section 1102.1103(2) of the City Code, related to car washes as a use permitted by a Conditional Use Permit, shall be adhered to. 3. Prior to building permit issuance, all grading and drainage plans must be approved by the City Engineer. 4. Exterior materials of all buildings on the site shall comply with Section 1107.2202 of the Zoning Ordinance. 5. Bufferyard requirements as outlined in Section 1107.2000 of the City Code shall be met. 6. The carwash shall limit hours of operation from 6:00 am to 10:00 pm. 7. All signage, walls, and landscaping must remain outside the public right of way and provide for the preservation of adequate site line requirements. 8. If changes are required, the applicant shall submit updated plans and elevations that reflect the proposed plan modifications and conditions as approved by the Planning Commission. 9. The applicant must provide a cross access and shared parking agreement prior to Final Plat approval. 10.The applicant shall obtain necessary licensing for the sale of tobacco products, if this is conducted at the site. I:\09 files\09 cup's\efh realty advisors, inc\july 27, 2009 efh pc report.doc 10 11. The applicant shall obtain sign permits to assure proper signage size and placement. 12. The applicant must revise plans or supply additional material to satisfy all comments in the July 21, 2009 CDNR Plan Review Memo (attached). 13.The applicant must revise plans or supply additional material to satisfy all comments in the July 21, 2009 Engineering Plan Review Memo (attached). 14. Prior to building permit issuance, the applicant shall submit an elevation rendering depicting the material (%) breakdown for the proposed auto parts and day care buildings (Lot 2). While they are not required by the Code, Staff recommends the Planning Commission consider the following conditions: 1. Limit hours of operation (5 am to 12 midnight for the fuel and convenience store). 2. Limit hours of delivery from 6 am to 10 pm. 3. Provide a gasoline pump canopy roof that is pitched to reflect a residential rooftop with asphalt shingles. 4. No parking of equipment or vehicles along Timothy Avenue during construction. In addition, the Planning Commission may add additional reasonable conditions as it feels necessary to protect the health, safety, and general welfare of the community, including the following (not meant to be an exhaustive list of conditions the Planning Commission could consider): 1. Increased setbacks from residential areas. 2. Increased height of berming and landscaping. 3. The relocation of uses on the site. 4. An escrow to cover the cost of future assessments when Timothy Avenue is improved. 5. Additional fencing along Timothy Avenue (where the applicant is proposing building wall instead of fencing). 6. Reserve the right, if the City determines it's necessary, to conduct periodic noise studies, at the owners expense, to determine if the applicant is in compliance with City requirements. 7. Reserve the right, if the City determines it's necessary in the future, for the owner to install additional noise attenuation mechanisms at the owners expense. 7. Reserve the right, if City consultants are necessary to address issues related to the development of the site (engineering, traffic, legal, lighting, etc), to recoup these costs from the developer/owner. ALTERNATIVES: • Recommend approval of the Combined Preliminary & Final Plat. I:\09 files\09 cup's\efh realty advisors, inc\july 27, 2009 efh pc report.doc 11 • Recommend denial of the Combined Preliminary & Final Plat. • Approve the CUP with conditions as recommended or any other conditions the Planning Commission feels are warranted. • Deny the CUP. In this case, the Planning Commission should be specific and clearly articulate legal findings of fact. • Continue the request to a specific date and direct the developer to provide the necessary additional information. The 120 day deadline for review of the applications is October 3, 2009 (there must be adequate time for the Council to review in the case of an appeal). RECOMMENDATION OPTIONS: The Planning staff recommends approval of the CUP with additional conditions as the Planning Commission feels are appropriate. ACTIONS REQUIRED: A motion and second to recommend approval of the Combined Preliminary and Final Plat (which will be forwarded to the City Council) and a motion and second for approval or denial of Resolution 09-02PC approving or denying a Conditional Use Permit to allow a motor fuel station and carwash within the C-2 Zoning District, subject to the listed conditions and any modifications the Planning Commission believes are appropriate. ATTACHMENTS: 1. Location Map/Aerial 2. Aerial Map Showing Distances 3. Plan Sets (Preliminary Plat/Final Plat, Engineering Plans, Landscaping, Photometric,etc) 4. Example Photo-Downcast Lighting submitted by EFH, Inc. 5. Applicant Submittal Material 6. June 23, 2009 Traffic Study 7. Most Recent Engineering Memo (July 21, 2009) 8. CDNR Memos (July 2 and July 21, 2009) 9. Neighborhood Correspondence 10. Resolutions I:\09 files\09 cup's\efh realty advisors, inc\july 27, 2009 efh pc report.doc 12 EFH REALTY ADVISORS, INC. CONDITIONAL USE PERMIT /PRELIMINARY & FINAL PLAT EFH INC. 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G ~ i .~ I ~Y` ' ~ m ,,, , _ ° ° ° ,~ ~ i % , ' ~ i ~ ;~ ~ ;, ~ , , ~ . ~ ~' r W~/6ii[ 6001/sVL - °"~P1H`)IliYbi=7 ~<, ~; t~ ;~, ~` -_ -- i. '~ i ¢~+ General Development Plan: ~'/ :; h.. ',; ~~,~, "' ~ .. • . ~~ r ~U~ The site consists of 5.66 acres consisting of the Crossroads church property including two single family residential properties located at 14216 Timothy Avenue and 14311 Timothy Avenue. The entire parcel will be re-platted into four (4) lots to develop 19,000 square feet of retail or related space and a 24 hour convenience store to be owned by Convenience Store Investments, Inc. and operated by Kwik Trip. The retail operations will be similar to existing retail establishments to the North of this parcel. Kwik Trip operates a car wash facility and has provided sample sound studies at three of its existing stations indicating the sound transmitted from the dryers in its car washes do not exceed the existing noise levels coming from normal traffic on the adjacent roadways. The actual lighting plan is being prepared and will be available for the public hearing but is being proposed as LED lighting on the canopy and developer plans LED lighting on the entire parking lot. A photo of a similar lighting installation done at a Cub Foods store is attached for review showing no overlapping light to adjacent neighbors. While the local ordinance requires a 6' fence between commercial properties and single family residential properties, we are proposing an 8' fence located 10' from the property line which would totally block the view of the new car wash building, the service station canopy and the convenience store. Line of sight drawings will be presented at the planning commission hearing. Single family residential properties exist to the West of this site as well as immediately north of the convenience store shown on the site plan. Properties to the South of the site are zoned c-2 commercial and properties north of the car wash are zoned C-1. The Met Council has approved an amendment to the Comprehensive Plan to allow for CC Commercial Zoning as of May 21, 2009. Summary of Prior Lake Project ~I D~ `~' `_' `~ ~ `-~ JUN 2 g 2009 In June of 2006 we approached the City of Prior Lake about the possible development of the Crossroads Church site on the corner of Boudin Lane and Timothy Avenue South. We were advised that the long range plan was to change the zoning to Commercial. Subsequent discussions related to the C-1 zoning versus the C-2 zoning. Encouraged by the information received from the City, we pursued acquisition of the property and sought users of the property. When we brought our preliminary ideas to the City, we were asked to schedule a neighborhood meeting to discuss the proposal with the neighbors. That meeting, while many issues were discussed indicated total opposition to the project with objections such as it would destroy the Lake, it would destroy the neighborhood among many others relating to screening, noise, pollution, etc. Since the draft of a site plan shown to the neighbors was the first draft, it had none of the details that eventually show up in a final site plan. However, based on comments of the neighbors after that meeting and subsequent public hearings, council meetings with neighbors testifying at the public forums and meetings with city staff, we have come up with a final plan that we feel meets the requirements of the zoning codes as well as the spirit of the codes. Our final plan incorporates numerous changes to soften the impact to the neighbors. The following is a summary and explanation of those changes: 1. ELIMINATION OF DRIVE LANE ALONG TIMOTHY AVENUE-The original site plan showed loading docks and a drive lane with employee parking on the West side of the proposed retail building. Objections to traffic, noise and garbage collection prompted us to remove that lane and move the building to the West providing for all services to the tenants be addressed from the front of the building. One of the consequences of that move was the need to provide one (I) 8 x 12 overhead garage door on the front of the retail building for Napa to receive their merchandise. This is the indentation between the child care facility and the Napa building. It is not a loading dock, it is simply an overhead door facing east. It is opened only to take deliveries. 2. ELIMINATION OF FENCING ALONG TIMOTHY AVENUE-The neighbors have requested an 8' berm as well as a fence the entire length of Timothy Avenue between the road and the building. It is impossible to provide an 8' berm which based on the city engineer's requirements of a 4:1 slope would require nearly 75' of land behind the building just to accommodate the berm. This would further eliminate any possibility of capturing the water for 24 hours which we are required to do over the entire site. Since the building meets the 30' setback and the building has an attractive facia, a fence approximately 20' from the building serves no purpose other than to create a 20' vacuum space in between Timothy Avenue and the building. Our plan does incorporate a fence to the South border of the Kwik Trip facility which totally closes off the entire project from the neighborhood. Massive landscaping is shown between Timothy and the buildings as well as between Timothy and the fence behind Kwik Trip. We are willing to make reasonable landscaping changes to improve the overall appearance of the site line. 3. BUFFER ZONES BETWEEN TWO ADJACENT RESIDENCES-The site plan shows an 8' fence on or near the lot lines of the Phalen and the Carleton residences. We understood the fence was to be 10' off the lot line but apparently there is no such requirement in the cities zoning code. We would like to see the fence on the lot line which has the effect of raising the site line and would virtually eliminate the visibility of the adjacent Kwik Trip canopy, car wash or convenience store. While our plan shows the fence on the lot line, we could move it in or out to provide for adequate landscaping. In paragraph seven (7) below refence is made to the time line for construction of the Kwik Trip site. We recommend the 8' fence be erected as soon as grading permits between these two residences and the remaining site. This wilt eliminate visibility of virtually all of the contruction of both Kwik Trip and the retail site. We have also recommended that our 8' fence be extended to the North of our lot line, replacing a 6' fence previously constructed on our land by the owner to the North. We further recommend installing the 8' fence to the east from the corner of the lot to hide the visibility from the Carleton house to our property. 4. CAR WASH-We have secured studies done by Braun Engineering on three of Kwik Trip's car wash facilities. They indicate that the noise levels coming from the car wash exits do not impact the adjacent residences. The noise level at 90 degree angle from the exit doors and 100' out is approximately 50 decibels, sound equivalent to what presently exists coming from highway 13 traffic without taking into consideration trucks and motorcycles. 5. HOURS OF OPERATION-Kwik Trip has indicated from the inception that they will not operate a facility that is not a 24 hour facility. This applies to the convenice store as well as the gas pumps. They are willing to discuss operating hours of the car wash. Their rational is that workers are no longer on a 8:00 a.m. to 5:00 p.m. workday and many operations such as Northwest Airlines employees work 24 hours a day, starting and stopping at various hours. In addition, the competition in the area is the Holiday Station Store approximately two block away and the SuperAmerica which is also two blocks away. Both of the competitors are open 24 hours a day including the car wash. Both of those are also across the street from residential properties. The new C-2 oridance provides for car wash hours from 6:00 a.m. to 10:00 p.m. 6. SIDEWALKS-The City, the neighbors and the traffic study all recommend a sidewalk from Timothy to Highway 13 for pedestrian's ability to get to Target and the retailers across highway 13. While I don't disagree with a sidewalk, I disagree with the location. One of the complaints of the neighbors is the high speed of cars on Boudin going into their neighborhood. I believe it is a safety issue to put sidewalks for bicycles and children along Boudin with cars speeding around the curve. I am also concerned that since the sidewalk will be along the road that snowplows will dump snow on the walks. If the City does not clear the walks immediately, it will be difficult for pedestrians to use it. I recommend that the sidewalks in front of the retail be used to funnel the pedestrians north and that a walk from the North end of the Child Care building to the East to meet existing sidewalk near highway 13. If the walks are built this way, we will be responsible for our share of the maintenance. 7. GRADING-This site after removal of the right of way requested by the City represents approximately 4.3 acres of property to develop. The grades on this site vary from 926' to 938'. A variation of 12' from the high tc the low point. This requires that the entire site be graded at once and create basically a level site for the development. This is also necessitated by the fact that we must put into effect water retention and clarification ponds. In addition to using a substantial portion of the land for water ponding, it makes it difficult to develop. The attached site plan reflects all the grading necessary to meet the specific requirements of water retention. This means that during the initial phase of this project, very little can be done to hide the activity going on. We have also been advised that the Kwik Trip facility because of the delays and uncertainty will not be built until Sping of 2010. The remaining users of the property, namely, Napa and the child care facility need to Occupy by December of this year. This requires us to grade the entire site and proceed to construction of the retail site for completion this year with Kwik Trip completing their site next year. We will be unable to complete 100% of the landscaping, before winter sets in. We will need occupancy upon completion of all fire and safety requirements, blacktop and lighting. A portion of the final landscaping will need to be completed in the Spring when Kwik Trip will be starting their construction. They will complete their entire site in one construction season because they will be able to have an earlier start. It would be our intent to install the fences surrounding the Phalen and Carleton residences upon completion of the preliminary grading plan. June 25, 2009 Response to Community Development Review 1. A traffic study is required for review. This traffic study should include Timothy Avenue, Boudin Street, and the intersections leading up to and at Hwy 13. Report provided to staff of June 23, 2009 2. Elevations were provided which show site lines from the residential structures to the proposed adjacent commercial uses. If would be beneficial to revise the site elevations to more accurately depict the adjacent grades (on the residential sites). Ok 3. The developer will want to dedicate the right-of--way area ofBoudin/Commerce Street as platted right-of--way on the Crossroads Plat. This may reduce the overall impervious surface calculations on the developed site by eliminating the existing regional storm water ponds and road from the total impervious surface area of the development. (This will also likely reduce development fees paid to the City because these fees are based on platted lot acreage). Ok 4. The area defined as Outlot A must be revised and reflected as a platted lot rather than an outlot, due to constructed improvements on the property. Ok 5. The building setback to the southern property line is 16 feet (this a front yard along Boudin Street), thus, the front yard building setback will need to shifted/revised to meet the 25 foot minimum setback. Ok 6. Assure that a sight triangle of fifty feet (50') is maintained at the intersection of Boudin Street and Timothy Avenue. This is maintained on the plan. 7. Provide acolor/texture sample of the exterior building brick and eifs materials. K. Anderson has provided. 8. Provide gate/fencing for loading dock area (minimum height of 8 feet). As discusses, this is not a loading dock but a 8' x 12' overhead door necessitated by elimination of the loading dock and drive lane behind the building. 9. Provide a narrative describing delivery schedules (times of day, frequency, size of trucks) for all uses. Napa has one truck daily from their warehouse with primarily UPS or FedEx deliveries to their delivery door reflected on the plan and all during the normal work day. Child care has normal supply delivery, all during the day. Kwik Trip has numerous deliveries as follows: Grocery Deliver: Semi-truck trailer, 6:30 a.m. - 5:00 p.m. Main delivery door Fresh Delivery: Short truck ([TPS type truck) 24 hours. Front entry door (would park adjacent to pumps) Fuel Transport: Semi-tractor truck, 24 hours. Far east side at underground tanks. Beer /pop /snack vendors: 6:30 a.m. - 10:00 p.m. Main delivery door or front entry door. 10. Day Care/Child Care Use -Please note that 40 square feet of outdoor play area is required for each pupil. Since there is 1,800 sq. ft. of outdoor play area shown on the plan, no more than 45 pupils are allowed at any one time at the facility (based on the amount of outdoor play area being provided on the plan). Final plans will reflect required space depending upon number of pupils expected and space required. 11. Amore detailed impervious surface breakdown is required. Areas below the normal water elevation of storm water ponds may not be included in the calculated lot area. Will be provided. 12. Remove the southern pond reflected on the architectural site plan; as this pond is not reflected on the grading plan. There are also other inconsistencies that exist between the architectural and engineering plans. Please reconcile all differences and assure that both plans reflect the same base data. Done in current site plan. 13. Parking a. Auto Parts -how many delivery trucks/vehicles? Where are they to be stored at after hours? Small delivery vans will be parked in the parking lot overnight. They are making deliveries during the day. b. Why are handicapped stalls 8 ft. wide? These are 8' wide plus the striped area of an additional 8'. c. Drive aisle in front of Auto Parts and Child Care is 24 ft. wide (25 ft. is required). Drive aisles to be 25'. Corrected. d. Parallel stalls north of gas station are 22 ft. long (23 ft. is required). Parallel stalls to be 23'. Corrected. 14. Verify sign locations (a sign shown along Boudin on the Sign Plan is located in a pond, as reflected on the engineering plans. As a side note, all fmal sign plans (freestanding and wall signs) require a sign permit prior to installation and all signs over 6 feet in height require a building permit with engineering analysis. Done. 15. The narrative provided in the application material reflects Kwik Trip as wishing to operate 24 hours a day. Are these the same hours proposed for the car wash use? Kwik Trip needs 24 hour operation. Is willing to make concession on car wash hours. The new C-2 zoning provides for 6:00 a.m. to 10:00 p.m. for car wash hours. 16. Lighting -the photometric plans reflect proposed lighting as being limited to the interior of the parking area. No lighting is indicated for the gas station and car wash areas or on the exterior of any of the buildings on the site. All lighting must be identified on the photometric study and must meet the requirement of a maximum 0.5 candle width at residential property lines and 1.0 candle width at right-of--way lines. Please provide a revised plan reflecting all lighting (large plan set and one 11 x 17 reduction copy will be necessary). Final photometric plans are being prepared. All lighting of both Kwik Trip and the retail uses will be LED lighting (See sample of the Cub Food Stores attached). 17. Tree Preservation Plan -Trees 10035 and 10039 are indicated as being saved on the plan, however in the chart on the plan they are shown as being removed. Revise accordingly. 10035 and 10039 cannot be saved. They are too large to move and the grading plan will result in loss of roots. 18. Provide total caliper inches of trees as well as those to be removed (to confirm replacement requirements). The first column headed up sizes on the Tree Preservation Plan is the Caliper size of the trees. For that reason, the request to transplant the spruces cannot be done. Those threes range from 15' to 25' tall. 19. Provide irrigation details on the landscape plan. The entire site will be irrigated but plan will be based on final water supply and final landscape plan. 20. Provide a narrative indicating how landscaping/trees beyond fenced areas (adjacent residential) are proposed to be maintained. We will provide necessary access if the landscaping is installed between the fence the adjacent lot lines. Our preference is to have the fence on or near the lot lines. It that is the case, we would consider a reasonable allowance to the neighbors for them to install their own landscaping. At present, neither of the two residences have effective landscape screening from the commercial property to the East. (See photos attached.) We do not wish to install landscaping on private property nor maintain on private property. 21. Remove retaining wall in Timothy Avenue right-of--way adjacent to former residential driveway. Will be removed as part of overall grading plan. 22. Remove elevations/details of the proposed trash enclosures. Provided by K. Anderson. 23. Revise the plans to reflect sod over the former church parking lot entrance area. Copy of landscaping/tree replacement cost estimate is required. (At time of Development Contract or demolition (whichever happens first), a Letter of Credit for 125% of this estimated cost will be required). Done. Costs will be provide when determined. 24. A Development Agreement will be required as part of Plat approval. As a part of the Development Agreement, development fees will be due at that time (attached is a summary of development fees). Waiting to see preliminary development agreement. 25. If any revisions that you've discussed with the neighborhood are going to be implemented, please have the revised plans reflective of these changes (i.e.: transplanting of trees, alternative landscaping plan, saving of lilac bushes, etc.). Any revisions which we are implementing are reflected on our site plan. The revised plan by Mr. Phelan for landscaping does not comply with city requirements and many of the plants recommended are prone to disease. I will prepare a separate response to the neighbor's demands. 26. City stall believes the developer should consider implementing the following site elements in order to further mitigate impacts to the adjacent neighborhood: • The gasoline pump canopy roof should be pitched and have asphalt shingles. Kwik Trip may use a metal roof but will not use asphalt shingles. There should be a fence along the western side of the property (along Timothy) form where the fence is currently proposed to fifty feet from the intersection of Timothy and Boudin Street. The fence will only be installed to the south edge of the Kwik Trip property. The retail building itself serves as a screen from the traffic, noise and lighting. • There should be no signage facing residential areas. No signage will face residential areas. • A sidewalk should be incorporated along Boudin Street from the intersection of Timothy and extending to the crosswalk area at Hwy 14. See comments on my summary page. • Trash enclosures should be pulled away from areas adjacent to residential. This is not feasible because of numerous trips to dumpsters and distances. These are 3 yard roll out dumpsters which are emptied once a day. This will be less noise than the garbage truck making 15 or 20 stops along Timothy Avenue each week. A "no-thru street" sign should be located along Boudin Street, west of the southern entrance to the site. Street signs will be installed. • Speed limit signs should be posted along Boudin Street. Street signs will be installed. • The landscape plan should be revised to substitute species for the Juniper and Yew bushes. Landscape plan will be revised to comply with planning commission and/or Council requirements. • The developer should consider relocating existing coniferous trees and incorporating them into the future landscape plan. Those trees are too large to transplant. Most are over 20' in size. • Increased berming and a minimum of 8 feet in height for all coniferous trees that face adjacent residential areas. As reflected in my summary. It is impossible for us to construct 8' berms and maintain water quality. • Possibly install landscaping on adjacent private residential properties (if residential property gives written consent), providing increased areas for additional bernvng space. We will not install landscaping on private property or maintain on private property. Will consider some reasonable allowance if neighbors prefer to do their own with fences at the lot line. • Limitations on hours of operation (5 a.m. to 12 a.m. midnight for the fuel and convenience store, 6 a.m. to 10 p.m. for car wash and delivery on the entire site). Limited hours on convenience store, gas and retail is non-negotiable. These were the restrictions imposed by C-1 which was rejected. Kwik Trip is amenable to restricted car wash hours. • Where possible, consider preserving existing mature trees that are directly adjacent to property boundaries (be aware of root zones and viability for tree survival long term). The trees located within 10' of the residential lot lines cannot be saved because of the grading cuts required by this development. The tress will not survive driving over or cutting of roots under the drip line of those trees. 27. Some of the conditions that the Planning Commission and City Council may wish to consider and the developer may want to consider implanting in revisions include (not intended to be reflective of an exhaustive list): • Increases setbacks from residential areas. • Increased height of berming and landscaping. • The relocation of the car wash on the site so it is not directly adjacent to residential uses. The site is already restricted by size and shape and any further setbacks virtually eliminate development of the site. We have discussed the berming above; there is just no room for large berms. We have explored every possible option and have concluded this small area is the best location for the car wash. The sound studies show no impact on the residential area and the change in elevation eliminates any effect on the residences from car lights. June 25, 2009 Response to Neighborhood Concerns The entire project must have limited hours of operation (7:00 a.m. - 11:00 p.m.) This is unacceptable. C-1 zoning has hours which have been rejected by the Planning Commission and the Council in favor of C-2 zoning which does not have those restrictions. Kwik Trip is amenable to limited hours on the car wash. There must be a berm and wall erected along the west perimeter of the project after site grading prior to commencement construction. This is ongoing construction and the wall serves no purpose other than to add a double wall. We will beautify the site with excessive landscaping as shown on the site plan rather than waste money on a second wa1120' from the building wall. A fence will be installed behind the Kwik Trip site when they complete their construction but because their wall meets the building wall, it will be part of their construction. We plan to erect the fence between the two residences and the commercial site immediately after grading is completed or simultaneous with. The berm at the north end should be to 942' elevation and have an 8' high wall erected (top of wall at 950' elevation) that must extend from Edina Realty continuously along the west edge of the property all the way to the corner of Boudin/Timothy Ave. The berm at the south end would be at 936' elevation (top of wall at 944' -south end). Our plan reflects a fence and landscaping that totally hides the developed site from view. The wall must be poured in place, stamped concrete, or a comparable solid barrier (not a wooden fence). There is no basis for a poured in place barrier. Our plan calls for retaining walls adjacent to the Phalen property which are approximately 3' in height and run on the West side of the car wash property and the north side of the convenience store. A 3' wall does not require a poured in place retaining wall which is not visible from the Phalen property. The grade slopes down from the top of the grade to the retaining wall and then slopes another three feet to the curb. Poured in place concrete is totally unnecessary and stamped concrete is more punitive than constructive. It serves no purpose other than to penalize the developer. The buffer zone provisions of the ordinance provides for a wooden fence which accomplishes the sight and sound barrier which we are attempting to achieve. No occupancy permits issued until all landscaping and screening is completed. This demand eliminates any possibility of development and is without merit. Plantings on neighborhood side of wall should be adjusted to provide better natural screening (see alternate planting schedule). Our landscape architect has indicated the plants proposed in Phalen's alternative schedule are prone to disease and does not recommend. Trash bins must be moved east to Commerce Ave street side (similar to C-NR to the north -Edina Realty). Trash bins are 3 yard bins and are picked up once a day. There will be less noise from one garbage truck a day at this site than 20 pickups weekly along Timothy Avenue. The need for access from within the facilities does not justify moving them to the east side of the property. Restricted hours of operation for all deliveries, snow removal, parking lot sweeping or cleaning and irrigation (7:00 a.m. - 11:00 p.m.). These provisions under some conditions were in C-1 zoning. They were rejected when C-2 was adopted. All signage on the north and west edges of the buildings and gas canopy and car wash must not be lighted. There will be no signage visible from the residential area. The project must not be left incomplete over the winter months. Eight the project starts and completes before winter causes work stoppage, or does not begin until the following year. This is totally impractical in Minnesota. Again, another punitive request. Penalty /Fine Schedule should be clearly written into the CUP to address violations in property maintenance. This is not applied to any other business and certainly is not applied to the residents along Timothy Avenue. (Note the junk piled in front of and against houses along Timothy Avenue). No parking on Timothy Ave during the excavation /construction. OK Required annual water treatments for holding ponds to prevent insect infestation. We will follow normal rules and regulations for holding ponds. The city has required dedication of the right of way on the East of our property including two major holding ponds. We would expect the city to maintain the ponds on the public right of way as well. Sidewalks should be installed to assist pedestrian traffic from Boudin /Timothy to junction of Commerce / STH 13 that match state standards. (Need formal pedestrian plan) See comments in Summary of Prior Lake Project. Power pole on the NE corner of 14271 Timothy should be removed and power service be changed to underground. Only lines south of pole can be removed and lines to the east can only be buried if the city agrees to eliminate any landscaping over the buried power lines. Removal of the total pole is not possible. This pole was apparently not objectionable when the house was purchased so should not be now. Existing Lilac Hedge bordering 14271 Timothy must be left intact (currently rests mostly on the adjacent homeowner's side of the property line). Contrary to statement in demands, none of the lilacs are on the residential property. They are totally on our vacant land with only a few branches leaning onto the Phalen property. If the fence is placed at the lot line with an allowance for landscape on the Phalen land, the lilacs will go. If the fence is at the 10' line, they can remain in lieu of other plant materials. If that is accepted, it will limit the remaining plantings to smaller ball and burlap as we will not have large truck access to the north. All mature tress that stand within 10' of adjacent residential property lines should not be removed. Grading and driving over the property under the drip line of the trees will guarantee that the trees will not survive. They will be replaced under the city guidelines and are included in our landscape plan. Special traffic study analyzing automobile, bicycle and pedestrian impact on the intersection of Timothy Ave. /Boudin St with an emphasis on pedestrian and bicycle safety. The traffic study has been completed and furnished to the city as of June 23, 2009 Kwik Trip Kwik Trip is a privately held, convenience store chain operating over 360 stores in Wisconsin, Minnesota, and Iowa. I accordance with their core values and brand promise, Kwik Trip Inc. is a very "hands-on" company ranging from the management of the business side operation to the design and construction of their buildings. Dedicated to vertical integration, Kwik Trip operates its own Dairy, Baker, Commissary, Distribution Waterhouse, Transportation, Vehicle Maintenance and Support Center. It in this way, Kwik Trip can effectively control costs, waste, and provide the highest quality products to its customers. The proposed new 24-hour location in Prior Lake, MN will include a new brick convenience store, double bay brick carwash, and fueling canopy. There will be 3 grades of gasoline, diesel, and E85 offered. Kwik Trip also offers a wide variety of grocery items including milk, bread, and produce and as such operates very much like a corner grocery store. Many local residents walk to the store to buy their convenience items. Kwik Trip also offers a large hot food selection including pizza, cheeseburgers, hotdogs, soups, and breakfast sandwiches. These items are all prepared in the store's kitchen. Also available are ready made sandwiches, salads, and a wide variety of fruit items. RESPONSE TO COMMUNITY DEVELOPMENT RESOURCES REVIEW DATED July 2, 2008 1. 11 X 17 reductions attached. AND NATURAL -__ ~--=, L~ ~ ~~; ~ I~ I ~ =~1 JUL 1 3 2009 2. This is not a loading dock but a ground level overhead door as reflected on the latest plan. 3. The corrected plan reflects that actual size of the Napa building to be 9,293 square feet of which approximately 30% is retail and the balance warehouse. 4. The color elevations have been corrected to reflect requested colors. 5. Parking requirements are reflected on the Architectural Site Plan Al-FF 6. The current site plan reflects the required outdoor play area based on the approved numbers for child care. 7. (a) Napa has three small delivery cars for delivery which will be parked overnight. (b) Drive isles have been corrected to reflect 25' width. (c) Parallel parking spaces have been increased to 23' length. 8. Tenant signs have been removed from the North elevation. Permit applications will be filed prior to any installations. 9. Elevations and details of the trash enclosures are shown on Architectural sheet A3.1. 10. The entire site will be irrigated but actual plan will be a design-build plan when final landscape plans are accepted by the City. 11. A CIC Plat application will be prepared prior to construction. 12 City Recommendations: a. A pitched roof canopy makes it more difficult to hide from view of the adjacent residences. The 8' fence as proposed eliminates any visibility of the car wash, the canopy and the convenience store. Kwik Trip will not use asphalt shingles over a gasoline canopy. b. There is no signage facing the residential areas on our plans. c. The trash enclosures should not be on highway 13 and the existing location makes them more useable by the tenants and owners. All buildings to the North except for Edina Realty have the trash enclosures adjacent and behind their buildings. d. Previous discussion makes it apparent that berming beyond what is shown the final site plan makes it impossible to control the water flow. e. We have no interest in landscaping on private property. As previously indicated, we offered to give adjacent landowners an allowance to complete some landscaping on their properties but have received no response to that offer. f. Kwik Trip will not locate on the property unless they have 24 hour hours for the convenience store and the gas pumps. They have offered limited hours on the car wash which is set at 6:00 a.m. to 10:00 p.m. in the current C-2 zoning regulations. g. Only the two trees shown on the corrected tree preservation program can be saved and will be. Grading under the drip line of larger trees virtually assures they will not survive and our grading plan requires removal. 12. Additional Comments: a. Increased setbacks from residential areas. This plan already reflects building setback of 65' from the convenience store and 85' from the car wash. The noise study reflects virtually no noise coming from the car wash and is the same as the traffic noise off of Highway 13 without considering trucks and motorcycles. b. Previous comments reflect our inability to show additional berms because of the 4:1 slope required by the city and need to address water retention. c. The car wash location is the only feasible location if the site is to be developed. d. Assessments for Timothy avenue are to be for future use. There is no benefit as we are denied access to Timothy Avenue for access to our site and engineering advises the water connection is old and inadequate for our development. For this reason, all access for sewer, water, drive access, gas and electric are coming from Boudin avenue on the East. Since there is no benefit, I understand it is illegal to assess for upgrades to Timothy Avenue. e. Snow removal will be at best difficult on City property. The city has demanded deeding the right-of--way to the City and it should follow that they will maintain. We have no way of knowing when plowing will be done and cannot have snow removal available 24 hours a day based on the city snow plowing schedule. ?F1F ~e:AFFi~~ $~,'pY %QhhPA~~;Y Traffic Impact Stud Prior Lake Retail Prior Lake, MN I hereby certify that this report was prepared by me or under my direct supervision, and that I am a duly Licensed Professional Engineer under the laws of the State of Minnesota. ~,~}-~ By: __ Mi ael P. Spack, P.E. License No. 40936 Date: June 23, 2009 TABLE OF CONTENTS 1. Introduction and Summary ........................................................1 2. Proposed Development ............................................................. 2 3. Analysis of Existing Conditions ............................................... 5 4. Projected Traffic ....................................................................... 12 5. Traffic and Improvement Analysis .......................................... 24 6. Conclusions and Recommendations ..................................... 26 7. Appendix ...................................................................................26 LIST OF FIGURES Figure 2.1 -Location Map ..................................................................................3 Figure 2.2 -Site Plan ........................................................................................ ..4 Figure 3.1 -Existing Conditions ..................................................................... ..8 Figure 3.2 -Existing A.M. Peak Hour Traffic .................................................. ..9 Figure 3.3 -Existing P.M. Peak Hour Traffic .................................................. 10 Figure 3.4 -Existing Daily Traffic .................................................................... 11 Figure 4.1 -Trip Distribution ........................................................................... 14 Figure 4.2 - A.M. Peak Hour Volumes Due to Development ......................... 15 Figure 4.3 - P.M. Peak Hour Volumes Due to Development .......................... 16 Figure 4.4 -Daily Volumes Due to Development ........................................... 17 Figure 4.5 - 2010 No-Build A.M. Peak Hour Volumes .................................... 18 Figure 4.6 - 2010 No-Build P.M. Peak Hour Volumes .................................... 19 Figure 4.7 - 2010 No-Build Daily Volumes ...................................................... 20 Figure 4.8 - 2010 Build A.M. Peak Hour Volumes .......................................... 21 Figure 4.9 - 2010 Build P.M. Peak Hour Volumes .......................................... 22 Figure 4.10 - 2010 Build Daily Volumes .......................................................... 23 LIST OF TABLES Table 3.1 -Existing Level of Service (LOS) ......................................................6 Table 3.2 -Existing Crashes per Intersection - `05 to `07 ..............................7 Table 4.1 -Trip Generation ..............................................................................13 Table 5.1 - 2010 Level of Service (LOS) ..........................................................24 Prior Lake Retail i Prior Lake, MN Traffrc Impact Stzrdy June, 2009 1. Introduction and Summary a. Purpose of Report and Study Objectives A multi-use development is proposed on the southwest quadrant of South Park Drive and Boudin Street in Prior Lake, MN. The purpose of this report is to determine if the development will significantly impact the adjacent transportation system and to recommend mitigation measures if necessary. The format and contents of this report follow Scott County's Traffic Impact Analysis Guidelines (hereafter referred to as Guidelines). The study objectives are: i. Document how the adjacent existing transportation system operates. ii. Analyze how the adjacent transportation system will operate in the future if there is no development. iii. Analyze how the adjacent transportation system will operate in the future with full development of the site. iv. Recommend improvements if needed. b. Executive Summary Retail development is proposed on the southwest quadrant of South Park Drive and Boudin Street in Prior Lake, MN. The development will generate 443 p.m. peak hour trips and is deemed a "small development" according to the Guidelines. Per the Guidelines, the site access drives as well as all major intersections within '/4 mile of the site will be analyzed. This includes the following intersections: i. Highway 13 & South Park Drive ii. South Park Drive &Boudin Street iii. Boudin Street & Timothy Avenue The development is planned to contain approximately 19,000 square feet of retail space and a gas station/convenience store/car wash with 26 vehicle fueling positions. The entire development is anticipated to be fully operational in 2010 and we will study the No- Build and Build scenarios for 2010 per the Guidelines. The principal findings of this study are: i. The study intersections will operate acceptably at LOS C or better in all study scenarios. No mitigation measures are necessary to accommodate the proposed site's traffic. ii. The traffic forecasts in this report should be forwarded to Mn/DOT so they can be incorporated into their Highway 13 signal retiming project. Dakota Crossing 1 Savage, MN Tragic Impact Study Augzrst, 2008 iii. Pedestrian and bicycle activity is minimal near the site. However, the existing on-street bicycle/pedestrian paths will not be adequate given the increased traffic volumes forecast for Boudin Street. A sidewalk should be built on the proposed site to the east and south along Boudin Street to separate pedestrians and bicyclists from vehicles. 2. Proposed Development a. Site Location The site is located on the southwest quadrant of South Park Drive and Boudin Street in Prior Lake, MN. See Figure 2.1 for a location map. b. Land Use and Intensity The proposed site is currently occupied by one occupied single family home, one vacant single family home, and one vacant church. The existing buildings on the site will be demolished as part of the proposed project. The development is proposed to have the following land use configuration: • 10,000 square foot automobile parts sales • 9,000 square foot retail specialty • Gas station/convenience store/car wash with 26 vehicle fueling positions c. Site Plan See Figure 2.2 for the proposed site plan. d. Development Phasing and Timing It is anticipated the development will be fully occupied by 2010. Prior Lake Retail 2 Prior Lake, MN Traffic Impact Study June, 2009 Prior Lake, MN Area No Scale c"~ C ;t~.1Rti<<~~ ST~3,,, ~or~PA~; Figure 2.2 Site Plan ~ Prior Lake Retail ',~J ~~ ' ~ +~~ ~ ~ EF.. , m Prior Lake, MN ~~ ~~ ~~ ~ ~ ~ ~ 00 ~~ 3( ~ rtt~ ~ ~ ~ ~ ~ e- _~ i~ Rr3~~ ~ ~ tq Q ~O ~~ Yx'}d O ~ ~~ ~ .+=n North ~v ~ ~ ~?~E~~~ ~ ~~,;? _ _. __ No Scale _ _ _. _ } , ~ - i ~ ~ ~ i -- - _ _ a -~,., Y ~ __ - - ~`r `; r~ c ~ ~ ~u ' r ~ ~ f ~ ~ ~ ,~ i ~ ,:~ j ~ ~ ~ ~, .xt.. .. ~ ~ 1 °~- __ - -- I : ~ ~~ ~ ' ~ 7 _,.~ ~ R es Agl0. C3 rb; f~ .~~+ ~~ ~ - ~: ' F , +S ' ~ / 4- ~ ~ ~'a at • ~. ~ ~~ ' ~ ~ r I ( L] u t ~ ~,. R . ~ ' ' _ vmi ~ ~ u _ _ I ~ r 0 i ~ ~. r , ., i., r' ; ~7 - _ I E 1 I ~ , ~ ~ ` '~ ~ ~ ~ T ( i:. _. _ -.._ iii / ~`' ~~ ~. - f ~ i i ~ x- -~ ,r x i~ j ._ ~~,~ i" ~ ~ ` ,ii ~ .__. .- ., . ~, ,, ~ _ _. _ __ ~ ~-~ ,'~ i ~ ~ ~r v ,, -_ ~ - - :~ - e, i I ~, ~ i ~ ~ ~ ~~ , r i Site Plan prepared for EFH Co. by Architectural Consortium L.L.C. 3. Analysis of Existing Conditions a. Physical Characteristics Trunk Highway 13 is the major roadway adjacent to the proposed development. Highway 13 is designed as a Principal Arterial by Mn/DOT and has a 45 mph speed limit near the site. The corridor is a four lane, divided roadway near the site with turn lanes provided at major intersections. South Park Drive is a two lane divided road near the site with turn lanes at key intersections and a 35 mph speed limit. Boudin Street and Timothy Avenue are two lane city streets with 30 mph speed limits near the site. Existing traffic control, speed limits, and travel lanes are shown on Figure 3.1 for each study intersection. No physical improvements are programmed for any of the study roadways or intersections. However, Mn/DOT is currently retiming the traffic signals along the Highway 13 corridor. There are no mass transit facilities near the site that will impact the amount of traffic generated by the proposed site. There are currently sidewalks along South Park Drive and bicycle lanes/walking paths painted on Boudin Street near the site. No other bicycle or pedestrian facilities are provided in the project area. b. Traffic and Pedestrian Volumes The a.m. and p.m. peak hour turning movement counts were conducted in June 2009 at the existing study intersections (see Figures 3.2 and 3.3). The turning movement count data is contained in fifteen minute intervals in the Appendix. The daily traffic volumes for the area roadways are shown on Figure 3.4. Daily traffic volumes on Timothy Avenue and Boudin Street were estimated by multiplying the evening peak hour volumes on the street by ten. This is based on the p.m. peak hour traffic volume historically being approximately 10% of the daily traffic volume in the Twin Cities. There was one pedestrian counted at each of the three study intersections between 7:00 and 9:00 a.m. There were no pedestrians counted at the three study intersections between 4:00 and 6:00 p.m. Prior Lake Retail 5 Prior /.,ake, MN Traffic Impact Study Jtrne, 2009 c. Level of Service Q~ ~, An intersection capacity analysis was . - ~~ x~ ~~~.,d fx- conducted for the existing intersections per the !~' ~ ~°~-- '-~:x Highway Capacity Manual. Intersections are -. ~. ~ ~- -~;~ ,~ ~ '~~ assigned a "Level of Service" letter grade for the peak hour of traffic based on the number of ~' lanes at the intersection, traffic volumes, and ~. ~ ~ - ~ ` ~ ' traffic control. Level of Service A (LOS A) ` ~ ~ ,; `'~. ~ ~ represents light traffic flow (free flow ~'' ` .~„~ ~` conditions) while Level of Service F (LOS F) ~, ,r represents heavy traffic flow (over capacity conditions). LOS D at intersections is cos o = accepcabie considered acceptable in urban conditions, ,;,,~_, ,,~ ~ ;~~-~~~ although Scott County has the goal of ~ = ..,,~- ~- "' providing LOS C on their facilities. Individual ~ ~ movements are also assigned LOS grades. . _ ~ One or more individual movements typically operate at LOS F when the overall intersection is operating acceptably at LOS D. The ,.~,~ .~ ~,~~ ;<• " ~ ~~ F pictures on the left represent some of the LOS ~ 'JW ~I'... '" ' grades (from a signal controlled intersection in ' - d San Jose, CA). These LOS grades represent Source: City of the overall intersection operation, not San Jose, CA individual movements. The LOS results for the 2009 study hours are shown in Table 3.1. These are based on the existing traffic control and lane configurations as shown in Figure 3.1. The existing turning movement volumes from Figures 3.2 through 3.3 were used in the LOS calculations. The LOS calculations were done using SYNCHROTM software. Signal timing plans were optimized using Mn/DOT guidelines to develop minimum green times, yellow times, and red times. The complete LOS calculations, which include grades for individual movements, are included in the Appendix. The study intersections operate acceptably at LOS C or better. Prior Lake Retail 6 Prior Lake, MN Traffic Impact Stzrdy Jirne, 2009 Table 3.1 -Existing Level of Service (LOS) d. Crash Rate Comparison Table 3.2 shows the number of crashes at the Highway 13/South Park Drive intersection from 2005 to 2007. These are the latest 3 years of data available through Mn/DOT's Crash Mapping Analysis Tool. There were no crashes reported at the Timothy Avenue/ Boudin Street or South Park Drive/Boudin Street intersections. The crash levels at the Highway 13/South Park Drive intersection do not warrant implementing safety measures such as roundabout traffic control or grade separation. Table 3.2 -Existing Crashes per Intersection - `05 to `07 .- Rear End 3 Sideswipe - Left Turn - Ri ht An le 3 Ri ht Turn - Other/Not-A licable 1 TOTAL 7 e. Data Sources The sources for the data sited above are: • Turning movement counts -Traffic Data Inc. • Roadway geometrics and traffic control -Spack Consulting • Site Plan -Architectural Consortium L.L.C. • Daily traffic volumes - Mn/DOT traffic flow maps &Spack Consulting estimates • Crash data - Mn/DOT's Crash Mapping Analysis Tool Prior Gake Retai( 7 Prior G ake, MN Traffic lrnpact Stzrdy June, 2009 Sgack Existing Lanes & Traffic Control Prior Lake Retail Prior Lake, MN Fi ure 3.1 T North No Scale ac .t-it "•:RAffi: Sl~:~v 4C>,`.tVANY Existing AM Peak Prior Lake Retail Prior Lake, MN No Scale V THE iRAFFI(~ SiUiiY Cl~MEANY Existing PM Peak H Prior Lake Retail Prior Lake, MN Figure 3.3 our Traffic Volumes North No Scale ~C THE TRAFFIrr STt16Y COA.S PA ttlY Existing Daily Traff Prior Lake Retail Prior Lake, MN Figure 3.4 is Volumes /r North No Scale LEGEND • 2006 Average Annual Daily Traffic Volume Forecasts source: Mn/DOT Traffic Flow Maps 2009 Average Annual Daily • Traffic Volume Estimates source: Spack Consulting 4. Projected Traffic a. Site Traffic Forecasting A trip generation analysis was performed for the site based on the methods and rates published in the ITE Trip Generation Manual, grn Edition. The resultant trip generation is shown in Table 4.1. Reductions were made in trip generation for pass-by trips. Per the Guidelines, no reductions in trip generation for internal trips were considered. The a.m. and p.m. peak hour trip generation is for the "one hour of adjacent street traffic," from 7-9 a.m. and 4-6 p.m. respectively. The directional orientation of the generated traffic is shown in Figure 4.1. This orientation is based on a weighted distribution of the traffic volumes currently using TH13, South Park Drive and Boudin St. The daily, a.m. peak hour, and p.m. peak hour trips generated by the site were assigned to the area roadways per the trip distributions shown in Figure 4.1. The traffic volumes added to the study roadways through this process are shown in Figures 4.2 through 4.4. b. Non-site Traffic Forecasting Traffic forecasts were developed for the year 2010 No-Build scenario. Based on the Guidelines, a 3.25% annual growth rate was applied to the existing traffic volume data to develop the No- Build forecasts shown in Figures 4.5 through 4.7. c. Total Traffic for 2010 Traffic forecasts were developed for the year 2010 Build scenario by adding the traffic generated by the proposed development, as shown in Figures 4.2 through 4.4, to the No-Build volumes shown in Figures 4.5 through 4.7. The resultant 2010 Build traffic forecasts are shown in Figures 4.8 through 4.10. Prior Lake Retail 12 Prior Lake, MN Traffic Impact Study June, 2009 r d' _d H i+ L d ^C^, 'W V Q ~ 'L +-' ZC ~" ~ C N Y Y V J J W L L ~ •0 0 LL a d Y f6 d a Q Y f4 d a a ~~ pp -- o 'p 'O d w w ;~ DD c c ~ V N N ~ d U1 ~ C O y d y C d d y C_ C_ y 2y ~ ~ X C W W d L G ~ p O - - D y ~ ~ N R °-' a a ro ~ c c = c A m 'm o F ~ m ~o `o `o '` '` ~ w d d E E L > > A a m Vl N N D V C. c c c c y d N Ip c o o ~ ~ waa °1 dw •o '0 3 o m A d~ E .: _ = a a A ~ c c > > °' O O L = D O C N A R d d d C `y y C C t~ ~ C C D O C d d H ~ Vr U U d a a ~ ~ d ~~r....a N O O ~ ~ O C .O L y y L Vdl y C C R O a a U U O. N R ~ y ~ V V L N .-, d R "' d d d O O w U' O. a a p p L L .- ~ q ~ Y Y N C C y y y d o d ~ a a ~ aDi ~ a t s ~ y y m ~ •- a d a ~- a ° ° F ~ N~ T y y -C m ~ a c ~c ~ ~ N O O d O C d Ifi ' a _ O C m R io m LL 1 d d N N y p ~ C C ~ ~ y C C ~ ~ y u o. `0 Q ' > > ~ ~ a N LL ~ D D~~ ~ ¢ ~ ~ ¢ a z Z ~ H M V N [O i~ Prior Lake, MN No Scale Sgack AM Peak Hour Traffic Volumes Due to Development Prior Lake Retail Prior Lake, MN Figure 4.2 T North No Scale Lo Lo N O 0 c0 ~ O ~ 0 !4 r,so «~1~. ro f" ~o J '1 1 f o-+ so ~ ~a° / South Park Drive w z d a 0 t W ~n o o Z «~ l £ N ~ ~ Aso J ''1 1 0 00 m o~ / Lo O o ~ ~0 «~l~ ro of titr- s-~ o00 \°z / 0 ~o r~ l ,o..l '1 t \ o 0 o .i Sgack PM Peak Hour Traffic Volumes Due to Development Prior Lake Retail Prior Lake, MN LO o Lo N O o ~ ~ ~ O ~~ 190 = ~ ~ 4 ~0 i ~- ao 1 ~'1 i r- N N ~ ~ 100 + i 01 ~ O / / ~ South Park Drive w z d a 0 .~ w N O Q z N ~ + ~ i p 200 o 0 m U i / L5 000 ~s «~ 14 r o os tiir o~ o00 \°z / 0 o ~' 1 101 «1 i \o ~ o Figure 4.3 T North No Scale Prior Lake, MN No Scale Prior Lake, MN No Scale Figure 4.6 1tlE iKAFf IG $T4tpY ,,+(j ~.tPq ~iY 2010 PM Peak Hour No-Build Traffic Volumes Prior Lake Retail Prior Lake, MN North No Scale TFiI TF APElC ST;.!~;Y t: ;~l.1PA NY L so~ 0 0 N M 160 tr 0 0 w z m L W 0 z E ~ i= c / L5 O O N ~ 0 «~ 14 r o of titr- 25 ~~ o o v~ 0 + / r L ~ o om r ow ,~o X20 _ , «i l ~ r 30 * 110 10 ~ 0 0 0 ~ 100 + ~ ~ / Park Drive ° ~ c o r N ~' 1 1 so 1 «1 1 o~ o 0 I \ ~! 101 '1 1 00 \o ~ I ~ a Snack 2010 PM Peak Hour Build Traffic Volumes Prior Lake Retail Prior Lake, MN o L ao~ In c7 N r 230 tr 00 \ N w z m L W O z F G 0 5J 20 ^.~- °Z L15\ ~ 25 r° tti--r- 000 M ,ono M f~ OD r A r ,301 ao ~ ~~o ~ Figure 4.9 T North No Scale L,oa\ 20 r 14U tti~r- 000 ~a~i Park Drive ~~ «~ 1 10 •J '1 1 oa \O ~ '- N /~ I \ N 1f1 20U J h t 00 ~~ Z THE 7RAfflt~ ST~E)'r (iJM FA r7Y 5. Traffic and Improvement Analysis a. Site Access Access to the site is shown on the site plan in Figure 2.2. The access points are: • Anew intersection on Boudin Street (approximately 150 feet south of South Park Drive). • A second new intersection on Boudin Street (approximately 500 feet south of South Park Drive). The driveways will be stop sign controlled and Boudin Street will remain free flowing at the proposed intersections. No turn lanes are proposed at the driveway intersections. b. Level of Service Analysis The LOS results for the 2010 scenario study hours are shown in Table 5.1. These are based on the existing traffic control and lane configurations as shown in Figure 3.1. No improvements are programmed at any of the study intersections. The forecast turning movement volumes from Figures 4.5 and 4.6 were used in the No-Build LOS calculations. The forecast turning movement volumes from Figures 4.8 and 4.9 were used in the Build LOS calculations. The LOS calculations were done using SYNCHROTM software. Signal timing plans were optimized using Mn/DOT guidelines to develop minimum green times, yellow times, and red times. The complete LOS calculations, which include grades for individual movements, are included in the Appendix. Table 5.1 - 2010 Level of Service (LOS) ~ ~ ~ ~ ~ Highway 13 & B B B B South Park Dr South Park Dr & A A A C Boudin St Boudin St & A A A A Timoth Ave Boudin St & n-a A n-a A North Site Drivewa Boudin St & n-a A n-a A South Site Drivewa All of the study intersections will operate acceptably at LOS C or better in the 2010 Build Scenario. Prior Lake Retai! 24 Prior Lake, MN Traffic Impact Shrdy June, 2009 Figures 4.7 and 4.10 show the daily volumes anticipated on Highway 13, Boudin Street and Timothy Avenue in the 2010 No- Build and Build scenarios. A four lane divided roadway will operate at LOS D if the road carries 28,000 to 36,000 vehicles per day according to the Guidelines. Highway 13 will operate at LOS C or better in all scenarios. A two lane roadway will operate at LOS D if the road carries 7,000 to 8,000 vehicles per day according to the Guidelines. Boudin Street will operate at LOS C or better in all scenarios. The Guidelines do not give capacities for residential streets. Even though they have a capacity of 7,000 to 8,000 vehicles per day, the Metropolitan Council recommends staying under 1,000 vehicles per day due to livability issues with heavy traffic. Timothy Avenue and Boudin Street west of Timothy Avenue will remain below this threshold in all scenarios. c. Queuing Analyses The Level of Service analysis completed does not account for the interaction of traffic between closely spaced intersections. To determine if vehicles will back up from one study intersection to the next, a more detailed traffic analysis was performed with a SimTrafficT"' micro-simulation model. The intersection traffic control and turn lanes from Figure 3.1 were used with the p.m. peak hour turning movement volumes in Figures 4.8 and 4.9. These inputs were transferred from SYNCHROTM to SimTrafficTM The simulation software was seeded with a random number seed of 0, a seeding duration of 3 minutes, and a recording duration of 60 minutes. Then the simulation software was run and recorded five times with random number seeds of 1, 2, 3, 4, and 5; using a seeding duration of 3 minutes and a recording duration of 60 minutes. The stacking and delay results are contained in the Appendix. The simulation results in the Appendix show the maximum queues at each study intersection will not back up from one intersection to the next in the Build scenario. Traffic will not extend past the existing turn lanes at the Highway 13/South Park Drive intersection either. The maximum queue expected at the northerly site driveway is four cars waiting to turn onto Boudin Street. These results confirm the existing roadway infrastructure will be adequate for the proposed development. d. Traffic Safety Clear sight distances will be provided at the proposed driveways on Boudin Street. These intersections will meet the safety requirement for low speed city streets. Prior Lake Retail 25 Pria• Lake, MN "1'r•affie Impact Stzrdy June, 2009 e. Pedestrian and Bicycle Analysis There are currently sidewalks along South Park Drive and bicycle lanes/walking paths painted on Boudin Street near the site. There was minimal pedestrian and bicycle traffic when the traffic data was collected (one pedestrian in the two hour a.m. peak period and no pedestrians in the two hour p.m. peak period). The existing on- street path along Boudin Street is adequate given the relatively low traffic volumes. With traffic increasing from 800 vehicles per day to 5,700 vehicles per day, there will be significantly more conflicts for any pedestrians wishing to move along Boudin Street. It is recommended a sidewalk be built on the site, adjacent to Boudin Street from Timothy Avenue to South Park Drive. This will provide a separated connection from the neighborhood west of the site to the crosswalks at the signalized Highway 13/South Park Drive intersection. 6. Conclusions and Recommendations The study intersections and roadway corridors will operate acceptably at Level of Service C or better through the 2010 Build scenario. No physical improvements are necessary to accommodate the traffic that will be generated by the Prior Lake Retail development. Mn/DOT is retiming the traffic signals along the Highway 13 corridor this summer. It is recommended the 2010 Build traffic forecasts be forwarded to Mn/DOT so they can account for the increased traffic in their plans for the Highway 13/South Park Drive intersection. The development will increase traffic on Boudin Street. It is recommended a sidewalk be built on the site, adjacent to Boudin Street from Timothy Avenue to South Park Drive. This sidewalk will provide a separated connection from the neighborhood west of the site to the crosswalks at the signalized Highway 13/South Park Drive intersection. 7. Appendix A. Traffic counts B. Capacity analysis backup C. Simulation analysis backup Prior Lake Retail 26 Prior Lake, MN Traffic Impact Study Jarne, 2009 Q 1 L /~~ LL W r ~ ~ O ~ O ~ d7 O SOON a0 N O M O ~ N O C ~ ~ ca opZ Z V ~ ~ ~ ~ (0 ~ a. .C O U 3 ""~{ ~ In X _..i `~ C Z ~ C~3 Q ~ ~ Y ^~^ ~ ~..L ~ ~ M ~~ ~ o Q ~ x ~_ ~~ N ~ M G Q Z L ^; !~ W J M L ~ O 2 L ~ N O) V OD M M N O N I~ O to N~~ W O ti m M O CO O M M M M M M M N M M I~ F- N c ~p O N ~ N~ N In In h~ O M ~ ~ ~~ ~ ~ ~ ~ O ~ ~ a a Q N 0000 OOOOO r ODO a N ~ O a c ~ 000 '--NON OO W (O V (O M1~ ~ ~ ~ .-- .y. 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O O E M I~ m V ~ ~ V OJ to O M B _~ J N ~ ~ V O V N ~ s 0 Z ` O N (O N M M ~ ~ 00 (O ~ N CO ~ L r Ql N N E ~ W~ M N . ~~ N N ~ OJ ~ O ~ W U') L O W N 0 0 0 M (O O t0 M M a0 M m ~ ~ ~ ~ V ~ ~ ~~ O E M ~ ~ 'V V ~/ O (O ~ ~ ~ N N ~ ~ N N V ~ o 0 0 0 0 0 0 0 0 0 0 0 0 0 ~~ a ~, a > ~ O O~ (D M V OD ~ ~~ N W (O u7 V ~ J ~ ~ ~ M ~ N ~ N R a' ~ O M~ O W I~ r M V In m M 7 M L M ~ H L O ~-- f~ Y7 CO r V CO M T V ~ ~ 1~ M r ~ ~p W W N I~ to O O V W 00 M ~ u7 u7 ~ W l0 O W f~ ~ W V ~,.j F N .- M O N n Q fn 0 0 0 0 0 0 0 0 0 0 0 0 0 0 N ~ C_ d M r~~ O M ~ t M ~ 47 ~ O W V In V~ H L~~ ~ N M N '- O N W R 7 O ~ 7 0 V' V W N a0 M M V OJ OJ (D f~ N ~ ~ V V M (O OD W f~ O W E O W N F'- M ~ r ~ O ~ M O N (D N N O N (O N rn V ~ r O Q) O~~ ~~ (6 ~~~~ f0 (60 0 ~ U Q Q Q Q O Q Q Q Q O O L_ - O O ~ O ~ F' O ~ O lCJ ~ ~ U ~ LL O ~ M V O ~ M V -O Q O ~ o 0 0 0 0 0 0 0 ~ Q~ ca c~ ~_ L N C v d C a ~ W M NIA N ~ ~ c0 r V r M M M M V Q r O W CIO n O O) O e-00~ ~O N ~OmNCO~ ~ ~ M r O ~ N MMO W ~I~ N O r ~ ~ N N N ~ '"O O0 ~ N ~ N 0 0 0 oio 0 ~ O ~ r Q) ~ r M ~ ~M I~ ~O V N T W~ Q 1 r ~ W OOM t06~Q) ~ ~ r ~ V ~j a0 M O N V ~ fD ~ ~ oooolo M ~ ~ ~ O N r M ~ OOI~ MQ) W e M ~ O M Q1 M V McO~ r r N I~ O OIL N N O Q~ M M p 0 0 0 0 0 0 0 O m ~ ~ a ' a 7 M T M W M ~~~ N Nf~ m ~n o N r v O ~ W N M M O V o ,m M CO M !~ ~ O r ~ p~ N r r Q m O C O o N 0 N N N C O N O o ~ e- n ~ C `" m N-LL >.w V QQQ ~ O= c O X00 ~ ~F-~' Q O M V O ~ O 55riraoco~ ==oooo mQ 0 ~ ~ ~ o N N as 1 L ^~ LL W M r ~ r ~ r SOON OO N ~ 0 N ~ ~ r ZUpZ a~~~~ - ''^^ ''~^^ ^ ~..L VJ VJ LL Q U o CO ~' ~ h~ ~ ~ X 3 `~ _ C Z C ~~ ~ ~ a ~ ^\ C lIJ ~ O a a ~ O X O J ~ ~ ~ N ~ M G LL Z L ^~ I..L Y J M ~ ~ N O N c0 OJ c0 O N I~ u7 O CO O I~ r ~ ~ V V~~ ~ V N f~ ~ W V~ V V N O m OD I- M C ~ V V .- N ~ M V In N V u7 (O N M In ~' ~ M M V M V m N oa Q ~ 0 0 0 0 0 0 0 0 0 0 0 O O O a c > ~ O I~ m M N N O r W CO ~ ~ J ~ ~ ~ ~ ~ ~ V O M N M N aw ~ O M N V I M I~ ~ N V O M~ CO ~ N O V O V a0 M N N E (O I~ M ~ t{ p~ ~ N ~ (D N ~ (D M G M d' V O V 07 M V Ln 1~ ~ O f~ ~ M ~ ~ ~ tfi a0 ~ V ~ V' ~ V Qj F, r ~ ~ ~ ~ N a Q .~ 0 0 0 0 0 0 0 0 0 0 0 O O O N ~ ,a a C O M O O CO N O W N CO M I~ OJ CO 00 N N _ _~ ~ ~ N N V~ ~ F 'L O Z ~ L O ~ V M O (O N~ O N N O m d' In O7 ~~ O ~- N O V ~ V F ~ V ~ .- V O> m N O 01 O O N O ~ u~ V f~ M M V O p~ ~ N N CO N ~ I~ ~~ (7 K ~p (O M W~ ~ M m N M M 7 N F N N ~ ~ Q .a 0 0 0 0 0 0 0 0 0 0 0 0 0 0 d r- 0) a a > ~ O 0 ~ O OD E N O M M d' ~ V O O ' V M 1~ ~ ~"' J ~ V N V M M M M M N~ Y N lC d a ~ ~ O ~fi ~A In O V I M OD O OD r r F N N V L O M M W M r M~ OJ M O I~ ~ p~ ~ N M N N O ~ M N ~ W O W E K ~ M ~p r m O O M OD ~ I~ O O W M N ~fJ in r r M V ~ V ~ N N N N 6~ N N N N W W ~ ri Q ~n 0 0 0 0 0 0 0 0 0 0 0 0 0 0 d a a c M O ~ O (O I~61O .-- apNMO M V N~ L J M M M V (O M T V (O 6~ T W O F 7 N 7 O M 0 M (D ~ M~ (O (O O r 1~ W ' 61 ~ O O ~ ~ N N O ~ h N N r N ~ r ~ ti M ~ O N~ I~ V a0 to ~ (O ~ M r ~ ~ e- N V N 0 ~~~~ ~U ~^2 ~2 ~ Y6 X60 0 ~ ~ n.waa o aaaa o of m ~a V- o~no~n O ~ M V H o~no~n O E M V' H I- -p d~ V V V V ~ ~n u] ~n C ~- 0000 0000 a ~ (7 f0 tD 00 O 00 N 00 O a N ~f1 N A N 0 O V T F N N M ~ O ~ H O ~ MM 1D 00 r Q o O O O O O 0 0 a O o ~ > c O ~ _ ~ a D7 n 01 cO h y 9 ` N J ye ~ ~ 0 M 00 ~ ~ a w ~ ~ r r m v m ~ M ~ ~ O N ~ r00N 00 N 0 0 m ~~~ rv ~n r ~ ~ MNr ~ r~ ~ M N c0 M H 1 Q Q 0 0 0 0 0 0 0 a O C O ~ ~ °'N M id 1' ~T ~ J W e N ? ~ fl ~ O Z ~ ~oom vr m r N N a- ~. y. T ~ N ~ O ~ O) N N r r s e ~~~ ~ ~ N q Q e 0 0 0 0 a~ ~ a ~ C ~ ~ ~ ~ ~ J :mu>r N M M r M Y N (6 N i ~ 2 ~n cn v ~n o N ~ ~ W r M 0 rn N N ~ M O Q' c g 07 07 tD 00 N o ~ N N ~ r ~ - N NNN O qd Q ~ p O O O O O ~ _ ~ a Y c a~ ~ O 9 N CA 01 00 N ~~ M ~ M N 00 r y J ~ ~ O uj l6 ~ ~ O~~O O p L ~ F ~ ~j N N N 47 00 O C O L _ $ r v~ ~ N ~ ~ O~ LL - N ' 'om ~ ~ ~ ~ ~ T ~aaaa £ ~ o~o~n ~ °M VOA O ~ ~ Rio N ~ . . ~ _ = O O O O ~~ d o_ Q ~ ~NVm ~n inNVrn o u~ m ~n„ m o a N N N M O M M N V' V N ~ M .. r ~' ~ n I ~ L `C Q C Y ~p 0000 0 O O O r ~ 'p ~ Oo o r r O o Fes- S N a Q ~+. .0 ~ 0 ~ 0000 0 000 Gov ~ o N ~ Oe a r0 O 0 ~// ~ a N ~ C a ~ ~ ~- 0 0000 0 0000 0 000 0= ~ oo a 0 00 0 ~ L N J ~- .O ~, J O O N 07 m ~ 0 w w N ~ O ~ 0 0000 0 0000 0 000 2 oe o 0 00 0 SOON ~ ~ ~ °O OO N ~ N O CO ~ ~ 0 0000 0 0000 0 000 ~ oo a 0 00 00 N W W M m ~n M = O ~ O m ~ ~ ~ ~ N ~ V c~ m N (Q o p Z Fes- N F ~ [ Q 4 ~ ~ iL~ncna ~ 0 ~ 0 0 0 0 0 O O O O O 0 0 0 ~ O e a O O O O g '6 ° a y c ~ c 7 c 0 o 0 0 0 0 0 0 0 0 0 0 0 0 0 ~ c o ~ O o a O O O o L ~ ~ a L ~ c ~ m O m p ~ Z ~ 0 0000 0 O ~O N M M ~N Z 2 O_ o N Mr tq U O~ ~ ~ ~ r ~ ~ M ~ ~ ~ _ ~y ~ ~ X ~~ L N L m O V~~ N N M O CO M ~ N LN ~ N ~ M m M N O Oo Z K rnN ~ ~ f0 ~ ~ y a Y '~ L ~ m ~ o~f~o N o OroO V N ~ N .- rn o I~ ~ N S tom ~O N r N r f~ M 00 O (Q c ~` H ~ V F ~ W („~ O d a d a d Q4^ ~.~ a a ~ X J =O ~ o 0 0 0 0 0 0 0 0 0 0 0 0 0 ~ O O o 0 0 0 00 Q a n. O ~ ~ ~ N a c c a M ~ O N O N V ~ N m N M O to O W O M ~ p ~ N M e O O r O ~[ L J ~- ~~ Y~ ~ r a m a N a N a i i a ~ 0 0000 0 0000 0 000 ~ 2 000 0 00 0 0 s `_' ~ 0 s O N I~ O W O O M W O V 00 ~ T M m r 01 f0 p~ ~ ~ M r r N c0 O W E p) r r N t0 ~ N d' V R' W n ~p I~ O O o ~ O ~~ co ~ N r .- o M V I~ ~ (~ ~ O m A r ~ M O H ~ ~O oa Q N a 0 0 0 0 0 0 O O O O O O O O f/1 a ~ O O e a 0 0 0 o ~ _ c to 3 C <n ~ a ~ ~ L ~ o ~ ~mcoo rn ~~nr~m m mom m c o •.- ~n~ ~ ~ r mr ~ rn t0 ~ a .+ O J N ~ L J Q Q 3 m 0 O ~ m o ~ m N ~ ' ~ 7 0 0000 0 00~.- N N 01 N ` r ~~O O NT O L Q L F ~ N O L F ~ a N ,[ O C O L L 0 ~ 0 0 0 0 0 O O O O O 0 0 0 L _ ~~ O O e 0 0 0 0 a ^ I..L C ~ ~ ~~ G LL - N O ~~ ~~ Q Q Q Q (6 ~ ~~~ Q Q Q Q (6 (6.0 o N E N~ ~f T~~ Q ~ d- E LL S C ~ ~ U m LL o~o~n O M V O F ou~,ou-, O M V O O r- F- H ~ p - F a ~ oTO ,~ ~ O ~F 0 a ~ J ~ ~~~~ mcomm p d. c p-~ .~ O a ~ W > "~ L ~ ~ ~"~ ( 6 OO OO OOOO ~Q U` ~ (n pp0 Wo 2 2 ~ ~ ~ o _ .~ Q '' /^ ~ VJ F O //~ M W LL dd L W C m N O ~ ~ O N O O SOON O M ~ OO N ~ ch O ~ N O CO ~ ~ a ~ Z Z U ~ ~ N ~ ~ ~ LL (n (n ~ L Q CJ ° ~ ~ 'c~' m ' ~ ~ ~ X `~ $ s CC c z ~a ~ ~ c Q ~ Y d / p C W () d O Q Q , "~ N ~ (7 M G i N 0 ^~ Z ^xLL C `W^^ G vJ Y ~ ~ J L M~ ^0 W LL ~ rnM~ o mv~nm ~ ~n V V f~ O N V~ (O V N V' ~ C ~p 0 0 0 0 0 0 0 0 0 0 O O F Q ,9 0 0 0 0 0 0 0 0 0 0 0 0 0 0 a C 0 0 0 0 0 0 0 0 0 0 0 0 0 0 J N ~a w ~ o 0 0 0 0 0 0 0 0 0 0 0 0 0 H L 0 0 0 0 0 0 0 0 0 0 0 0 0 0 ~p N O ~ O M ~~ O M M (O CO ~ ~ ~ M N ~ a ~ o 0 0 0 0 0 0 0 0 0 0 0 0 0 m .O a N ~ 7 O O -- 0 0 0 0 0 0 0 0 0 0 0 0 0 0 a t 7 t, O O m Z X 0 0 0 H M V O o N O N (D f~ M ~ H o L O N O O I~ O ~~ N M O M N o~ ~ ~r N N ~rn~ d' oD ~p ~ V M O N (O O W (O O n O N N E ~ M V _ F M n n Q ~ 0 0 0 0 0 0 O O O O O O O O a C _ Y .O J O ~ N f~ B O O O~ O O M M 7~ CO M r N c0 ~ ~ a m 3 ~ o 0 0 0 0 0 0 0 0 0 0 0 0 0 r L O I~ r ~ ~ O O r W O ~ I~ ~ p~ ~ r ~ M '- M M r Its K V r ~p V~ O r ~ ~ O n O M c0 I~ ~ N N M M N N M M N N V ~ j ~ N ~ n Q to 0 0 0 0 0 0 0 0 0 0 0 0 0 0 N c a +~' fA ~ c 0 ~ o v~ncoco M ~rncorn ~ vvm ~ J ~ N N M M N N N M N N N W V L m ~ O ~ m o N 7 0 0 0 ~ ~ N O ~ ~ O N 7 (O W O L 0 0 0 0 0 0 0 0 0 0 0 0 0 0 O) ~ ~ 0 ~~~~ (0 ~ ~~ ~ N X60 0 ~ ~ aaaa o aaaa o oL- ca LL o~no~n O '- M '7 H o~o~ O M V H f- ~ m -p p_ ~ V V V V ~~~ u7 C Q~ ~"~ O O O O O O O O ~ Q ~ ~ m F~ ~q Q a a O ~ J w 2 a 0 a ~ c c o a t J ~ ,~ o m o z 2 (6 H qQ Q a C ~ _ ~ Y O ~ ~ J ~ N a ~ ~ 2 (~ F d a ~ a ~ c c o -- a '° ~ L J o ~ m o ~ ~ m d' M noo~N n~cv~nN 0 0 0 0 0 O O O O O OO OO O 0 O O O OO OO O 00000000 0 0000000 r o ~n ~n ~n r M O 00000000 0 0 0 0 0 0 0 00 O r MOO ~ O M N M r M on~n~nnr~n r N r ~ W M OtO TOO 00 N N r r n ~ 0 0 0 0 0 0 0 O, 0 T 61 O N M r~(D r ~ N ~ N 0000000 0 0 r O n M 0 0 a~: n n O M M M N M M N r 00 s e O O O O Y ~~ o ~<onmo M N N M M n~ a .. ii m ~ ~ r O r M O ~ O a{~JO 0000 JO N 1 ~ ~~ ~ ~ ~ ~ d ~aaaaE o~no~n ~ M ~ O r O j j ~ ~ N lA ==p OOO N ~ ~ 1d LL o= Fa 0 Q l~ v J MM~ ^W W Q ~_ O ~ M O ~ O M O O SOON O M ~ OO N ~ M O ~ N\ O C^^fl`` ~ W ~ ~ O Q ZU.~ ~ ~ ~ (B ~ - _ a--, ca LL (n (/) ~ ~_ V ~ O ~ ~, (n ~ ~ p~--+ X ~y `~ ~_ ~V C z C _ Q ~ ~ d Y~ ~ ° a C o U N a N ~ 3 X ~ ~ Rj o ~ ~ N ~ M Q v/ C O ^m W Z Q (~ ~ J ~ 0 ~i ~ N O S OD V~ W ~ (O i~ y0 ~ V r' M ~ H C ~p I~ N O M M N r r M O r .-- F M Q Q ~ 0 0 0 0 0 0 O O O O O 0 0 0 a ~ C N C ~ 0 0 0 0 0 0 0 0 0 0 0 0 0 0 'Q a J ~ 7 N m W ~ O ~ N (O M (O N1~O M N 'cT ON t ~ ~ M r V O~ V s O N 0 0 0 N 0 0 ~ O ~ M A O m ~ ~ ri ry ~ O ~ ~ M 0 0 0 N N ~ u1 O c0 F d Q O ~-000 ~ OOO r N O CO d ~ ~ N ,Q a j~ C 7 IC 3 0 -~ 0 0 0 0 0 0 0 0 0 0 0 0 0 0 a J ~ = ~L 'Q O ... Z ~ o 0 0 0 0 0 0 0 0 0 0 0 0 0 O O O ~ ~ N O O O ~ M O O m r ~ M ip M V O 00 r N r (O O W V' F~ N a ~ o 0 0 0 0 0 0 0 0 0 0 0 0 0 H ~ n N ~ 3 C 0 0 0 0 ~ O ~ ~ 0 0 0 ~ N ~ tD 'v a J r .- N 7 y r O m ~ O ~ N O O M O ~ ~ M u7 c0 V V L ~ ~ O F L O N N O O V O ~ O M V N V V m ~ V O CC V ~- N e- V M V N ~ V O O to ~ O ~ N H N oa Q Vl 0 0 0 0 0 0 O o 0 0 o O O O ~ ~ ~~ d a a 7 T O ~ p O M M V O ~ V O O 47 A N N O L J ~ ~~ O 3 O ~~ 0 0 0 0 0 0 0 0 0 0 0 0 0 0 H t 0 ~ ~ O O N O O O O O N c0 (O ~ ` N O ~ ~ ~ ~ f6 ~ ~ ~ ~ (6 ~6 0 0 O Q Q a Q O Q Q Q a O O L- ~ w O ~ O ~ 0 ~ M V ~ O ~ O ~ O E M '7 ~ ~ U m -p d~ c a ~ 0 0 0 0 0 0 0 0 ~ Q ~ (~ s F r°~°° ~ n N~ O M M d Q 0 0 0 0 0 0 H ~ ~ c d ~ c ~ 0 0 0 0 0 0 -0 ~ J ~ N o ~ m w 2 ~ Nt0 M tOO L F- r ~ ~ N O O O N r m d r ~ Orr M d Q N O O O r M M ^ .o M ~, c m ~ 3 0 ~ 0 000 00 U L J J _ a o vZ 2 000 00 ~ eorr Nn o m ~ O ~ O ~ S ~ v r o ao 00 F u? N 0 0 0 0 0 0 ~ o a c ~ a N ~ C p ~ o O r O r 0 0 'o ~ J N N ~ y O N m ~ _ N O O M N N ~ "'N 00 ~ m F" a M a N d N p e O O O O a _ N ~ a Y Q ~ a~ ~ N o MM ~ O _ g Y O J Q ~ O ~ (6 ro ~ o~ ` ~ 0 0 0 o.T i' 0 H ~ ~ 0 L O r O O N O C lL - N ~ T,~aaaa ~ _ H ~ O O O ~(1 3 O m O r M ~ ~nrnn ~ ~ _ = O O O O a`~ a`~ as ~ M mn ^~ LL I ,~a-/-~~ V/ m W N Q ~_ C0C C ~ O C`7 O O ~- 00 N O M ~ OO N ~ (~ O ~ N O CO ~ (6 0 ~ Z ZU~ ~ ~ ~ (B ~ O Cp U ~_ r ~ ~ .p $ H ~ ~ X ~~ s C Z C _ ~ ~ _ q / \ ~ Y d /~ \ C W C~ o a ~ ~ a ~ ~ ~ Q' X ~ o ~ o G` ~ ~ ~ ~ N M LL ~/J C O ^m W Z Q~ ` Q Y L ~ ~, J O i O I- ~ ~ O V OJ V (O ~ O ~ 00 OD ~ r IA N iA r C ~p N M I~ M ~ ~ (O N N V' O V N H N n Q ~ 0 0 0 0 0 0 0 0 0 0 0 O O O r a in c C Q 0 0 0 O N O ~ E N V 'ca ~ r ~ r ~ ~ rev O N r m ~ W ~ O N M (O N M M V' N r 0 M M N s F N Ol O I~ N L 0 0 0 0 ~ O O O O O ~ V W m r M O ~p O N O O N O r 0 0 r M (O F N n Q ~ o 0 0 0 0 0 0 0 0 0 0 0 0 0 ~, r ~ a j, C 3 t6 o -- 0 0 0 0 0 0 0 0 0 0 0 0 0 0 J r ~L O v Z ~ 0 0 0 0 0 0 0 0 0 0 0 0 0 0 ~ r O O N O O N O r O O r M O (D m r ~ N ~~~~ ~ ~ro~ ~ ~ r N r M (O a ~ o 0 0 0 0 0 0 0 0 0 0 0 0 0 ~ r v N c L ~ p 0 0000 0 oroo .- rcprn _ 'O~ J r ro 3 N m ~ ~ O (D M~~ O M I~ W O V M N I~ t ~ r N V r r CO M L O r~ M N O u7 M N O O O N E m r N r 1~ Q' M r ~p r N M V O r N~ O N W OD ~ r ~ F n Q N 0 0 0 0 0 0 O O O O O O O O ~ ~ N d ' C Q ~ T p cG O O N M M OD r 0 lt) O O V W M a r r O w J r E O H N ~ o 0 0 0 0 0 0 0 0 0 0 0 0 0 H ~ O rOOr N O N OO N '7 N~ ~ r M N O ~ ~ ~ ~ Y6 ~ ~ ~ ~ ~ ~ 0 0 ~ ~ ~ aaaa o aaaa H o oL ~ ~ : ° LL o~n o~n O r M d' o~n o~n O r M V ` - -p d~ C d~ i"' O O O O O O O O ~ Q ~ ~ ~ m ~ r N t0 M 00 ^M ~f X0 0 ~ N H ~ Q Q e 0 0 0 0 0 0 O a c (q c C O N O r N ~ ~ 0 0 'p ~ J N O N J N O ~ m LLl 2 N M ~ 1(~ 1A IA r n N O ~ e r O O r I(I O a N ~ o 0 o r N N Q. Q o o O O O O O O 0 .. ~ ~, c O ~ o ~ o 0 00 00 0 N ~ J O ] L ~ ~ ~ v Z o e O O O O O ~ 1- O s a 'n C ~ O ~ o o Or r _ D ~ J O ~ m Z r r M n o N e e O r r O N r N m „ W r ~ r M v e o 0 0 0 ~ off M M r ~ ~ r N O O. Q ~ ~ p o e O O O ~ a ~ a _ Y > c Q ~ a~ >, o L ~ ... ~ ~o ro M n w O J ~ = ~ O ~~j r6 _ ~ ~ 2 000 00 0 ~ ~~ o p L ~~0. O N M m LL - N T'a ~ s ~ ~ as ha N E .- , s M . O y6 3 ~ ~ . N O cn ~=°p° oo h __ a~a~ a a ~ Appendix B Prior Lake Retail Existing 2009 A.M. Peak Hour HCM Signalized Intersection Capacity Analysis 2: S Park Dr & Hwy 13 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations ~ ~ ~ ~ ~ ~' ~ ~~ ~ ~ ~} ~ Volume (vph) 42 8 15 30 19 163 39 746 49 73 256 6 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 5.0 5.0 4.0 5.0 5.0 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.95 1.00 1.00 0.95 1.00 Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd.Flow(prot) 1770 1863 1583 1770 1863 1583 1770 3539 1583 1770 3539 1583 Flt Permitted 0.74 1.00 1.00 0.75 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd.Flow(perm) 1386 1863 1583 1400 1863 1583 1770 3539 1583 1770 3539 1583 Peak-hour factor, PHF 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 Adj. Flow (vph) 45 9 16 32 20 173 41 794 52 78 272 6 RTOR Reduction (vph) 0 0 11 0 0 118 0 0 35 0 0 4 Lane Group Flow (vph) 45 9 5 32 20 55 41 794 17 78 272 2 Turn Type Perm Perm Perm Perm Prot Perm Prot Perm Protected Phases 4 8 5 2 1 6 Permitted Phases 4 4 8 8 2 6 Actuated Green, G (s) 16.0 16.0 16.0 16.0 16.0 16.0 5.0 16.0 16.0 5.0 16.0 16.0 Effective Green, g (s) 16.0 16.0 16.0 16.0 16.0 16.0 5.0 16.0 16.0 5.0 16.0 16.0 Actuated g/C Ratio 0.32 0.32 0.32 0.32 0.32 0.32 0.10 0.32 0.32 0.10 0.32 0.32 Clearance Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 5.0 5.0 4.0 5.0 5.0 Lane Grp Cap (vph) 444 596 507 448 596 507 177 1132 507 177 1132 507 v/s Ratio Prot 0.00 0.01 0.02 c0.22 c0.04 0.08 v/s Ratio Perm 0.03 0.00 0.02 c0.03 0.01 0.00 v/c Ratio 0.10 0.02 0.01 0.07 0.03 0.11 0.23 0.70 0.03 0.44 0.24 0.00 Uniform Delay, d1 11.9 11.6 11.6 11.8 11.7 12.0 20.7 14.9 11.7 21.2 12.5 11.6 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.5 0.0 0.0 0.3 0.1 0.4 3.0 3.6 0.1 7.8 0.5 0.0 Delay (s) 12.4 11.7 11.6 12.1 11.8 12.4 23.8 18.5 11.8 29.0 13.0 11.6 Level of Service B B B B B B C B B C B B Approach Delay (s) 12.1 12.3 18.4 16.5 Approach LOS B B B B HCM Average Control Delay 16.8 HCM Level of Service B HCM Volume to Capacity ratio 0.41 Actuated Cycle Length (s) 50.0 Sum of lost time (s) 13.0 Intersection Capacity Utilization 44.9% ICU Level of Service A Analysis Period (min) 15 c Critical Lane Group M. Spack Synchro 7 - Report Page 1 Appendix 6 Prior Lake Retail Existing 2009 A.M. Peak Hour HCM Unsignalized Intersection Capacity Analysis 1: S Park Dr & Boudin St ~ ~ T ~ ~ j Movement WBL WBR NBT NBR SBL SBT Lane Configurations ~j ~ '~ ~' Volume (veh/h) 8 56 1 32 32 0 Sign Control Free Stop Stop Grade 0% 0% 0% Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate (vph) 9 61 1 35 35 0 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None Median storage veh) Upstream signal (ft) 241 pX, platoon unblocked vC, conflicting volume 0 78 0 53 17 vC1, stage 1 confvol vC2, stage 2 conf vol vCu, unblocked vol 0 78 0 53 17 tC, single (s) 4.1 6.5 6.2 7.1 6.5 tC, 2 stage (s) tF (s) 2.2 4.0 3.3 3.5 4.0 p0 queue free % 99 100 97 96 100 cM capacity (veh/h) 1623 808 1085 911 872 Direction, Lane # WB 1 WB 2 NB 1 SB 1 Volume Total 9 61 36 35 Volume Left 9 0 0 35 Volume Right 0 61 35 0 cSH 1623 1700 1074 911 Volume to Capacity 0.01 0.04 0.03 0.04 Queue Length 95th (ft) 0 0 3 3 Control Delay (s) 7.2 0.0 8.5 9.1 Lane LOS A A A Approach Delay (s) 0.9 8.5 9.1 Approach LOS A A Intersection Summary Average Delay 4.9 Intersection Capacity Utilization 18.4% IC U Level of Service A Analysis Period (min) 15 M. Spack Synchro 7 - Report Page 1 Appendix B Prior Lake Retail Existing 2009 A.M. Peak Hour HCM Unsignalized Intersection Capacity Analysis 3: Boudin St& TimothyAve ~ ~ ~ ~ ~ '~ ~ t ~ ~- l ~ Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations ~, ~ ~ r~r Volume (veh/h) 0 18 0 2 1 1 0 0 2 12 0 0 Sign Control Free Free Stop Stop Grade 0% 0% 0% 0% Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate (vph) 0 20 0 2 1 1 0 0 2 13 0 0 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 2 20 26 26 20 28 26 2 vC1, stage 1 confvol vC2, stage 2 conf vol vCu, unblocked vol 2 20 26 26 20 28 26 2 tC, single (s) 4.1 4.1 7.1 6.5 6.2 7.1 6.5 6.2 tC, 2 stage (s) tF (s) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3 p0 queue free % 100 100 100 100 100 99 100 100 cM capacity (veh/h) 1620 1597 984 866 1058 979 867 1083 Direction, Lane # EB 1 WB 1 NB 1 SB 1 Volume Total 20 4 2 13 Volume Left 0 2 0 13 Volume Right 0 1 2 0 cSH 1620 1597 1058 979 Volume to Capacity 0.00 0.00 0.00 0.01 Queue Length 95th (ft) 0 0 0 1 Control Delay (s) 0.0 3.6 8.4 8.7 Lane LOS A A A Approach Delay (s) 0.0 3.6 8.4 8.7 Approach LOS A A Intersection Summary Average Delay 3.8 Intersection Capacity Utilization 17.3% ICU Level of Service A Analysis Period (min) 15 M. Spack Synchro 7 - Report Page 2 Appendix B Prior Lake Retail Existing 2009 P.M. Peak Hour HCM Signalized Intersection Capacity Analysis 2: S Park Dr& Hwy 13 Lane Configurations ~ ~ ~ ~ ~ ~' -~ ~} ~ -~ ~} ~ Volume (vph) 49 39 72 137 20 100 25 474 74 178 807 27 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 5.0 5.0 4.0 5.0 5.0 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.95 1.00 1.00 0.95 1.00 Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (prot) 1770 1863 1583 1770 1863 1583 1770 3539 1583 1770 3539 1583 Flt Permitted 0.74 1.00 1.00 0.73 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (perm) 1385 1863 1583 1360 1863 1583 1770 3539 1583 1770 3539 1583 Peak-hour factor, PHF 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 Adj. Flow (vph) 52 41 77 146 21 106 27 504 79 189 859 29 RTOR Reduction (vph) 0 0 64 0 0 88 0 0 44 0 0 12 Lane Group Flow (vph) 52 41 13 146 21 18 27 504 35 189 859 17 Turn Type Perm Perm Perm Perm Prot Perm Prot Perm Protected Phases 4 8 5 2 1 6 Permitted Phases 4 4 8 8 2 6 Actuated Green, G (s) 9.3 9.3 9.3 9.3 9.3 9.3 1.8 25.1 25.1 8.8 32.1 32.1 Effective Green, g (s) 9.3 9.3 9.3 9.3 9.3 9.3 1.8 25.1 25.1 8.8 32.1 32.1 Actuated g/C Ratio 0.17 0.17 0.17 0.17 0.17 0.17 0.03 0.45 0.45 0.16 0.57 0.57 Clearance Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 5.0 5.0 4.0 5.0 5.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 229 308 262 225 308 262 57 1581 707 277 2021 904 v/s Ratio Prot 0.02 0.01 0.02 0.14 c0.11 c0.24 v/s Ratio Perm 0.04 0.01 c0.11 0.01 0.02 0.01 v/c Ratio 0.23 0.13 0.05 0.65 0.07 0.07 0.47 0.32 0.05 0.68 0.43 0.02 Uniform Delay, d1 20.3 20.0 19.7 21.9 19.8 19.8 26.7 10.0 8.8 22.4 6.8 5.2 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.5 0.2 0.1 6.3 0.1 0.1 6.1 0.5 0.1 6.8 0.7 0.0 Delay (s) 20.8 20.2 19.8 28.2 19.9 19.9 32.8 10.6 8.9 29.1 7.5 5.3 Level of Service C C B C B B C B A C A A Approach Delay (s) 20.2 24.4 11.3 11.2 Approach LOS C C B B Intersection Summary HCM Average Control Delay 13.7 HCM Level of Service B HCM Volume to Capacity ratio 0.49 Actuated Cycle Length (s) 56.2 Sum of lost time (s) 8.0 Intersection Capacity Utilization 50.7% IC U Level of Service A Analysis Period (min) 15 c Critical Lane Group Existing 2009 P.M. Peak Hour Synchro 7 - Report Page 1 Appendix B Prior Lake Retail Existing 2009 P.M. Peak Hour HCM Unsignalized Intersection Capacity Analysis 1: S Park Dr & Boudin St ~ ~ T ~ ~ ~ Movement WBL WBR NBT NBR SBL SBT Lane Configurations -~ ~ ~:, ~ Volume (veh/h) 43 35 4 27 130 3 Sign Control Free Stop Stop Grade 0% 0% 0% Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate (vph) 47 38 4 29 141 3 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None Median storage veh) Upstream signal (ft) 241 pX, platoon unblocked vC, conflicting volume 0 132 0 125 93 vC1, stage 1 confvol vC2, stage 2 conf vol vCu, unblocked vol 0 132 0 125 93 tC, single (s) 4.1 6.5 6.2 7.1 6.5 tC, 2 stage (s) tF (s) 2.2 4.0 3.3 3.5 4.0 p0 queue free % 97 99 97 82 100 cM capacity (veh/h) 1623 737 1085 804 774 Direction, Lane # WB 1 WB 2 NB 1 SB 1 Volume Total 47 38 34 145 Volume Left 47 0 0 141 Volume Right 0 38 29 0 cSH 1623 1700 1023 804 Volume to Capacity 0.03 0.02 0.03 0.18 Queue Length 95th (ft) 2 0 3 16 Control Delay (s) 7.3 0.0 8.6 10.5 Lane LOS A A B Approach Delay (s) 4.0 8.6 10.5 Approach LOS A B Intersection Summary Average Delay 8.1 Intersection Capacity Utilization 24.0% ICU Level of Service A Analysis Period (min) 15 Existing 2009 P.M. Peak Hour Synchro 7 - Report Page 1 Appendix B Prior Lake Retail Existing 2009 P.M. Peak Hour HCM Unsignalized Intersection Capacity Analysis 3: Boudin St & TimothyAve Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations ~, ~,. ~ ~ Volume (veh/h) 4 15 1 1 20 13 0 0 1 7 0 3 Sign Control Free Free Stop Stop Grade 0% 0% 0% 0% Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate (vph) 4 16 1 1 22 14 0 0 1 8 0 3 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 36 17 60 64 17 58 57 29 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 36 17 60 64 17 58 57 29 tC, single (s) 4.1 4.1 7.1 6.5 6.2 7.1 6.5 6.2 tC, 2 stage (s) tF (s) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3 p0 queue free % 100 100 100 100 100 99 100 100 cM capacity (veh/h) 1575 1600 931 824 1062 936 831 1046 Direction, Lane # EB 1 WB 1 NB 1 SB 1 Volume Total 22 37 1 11 Volume Left 4 1 0 8 Volume Right 1 14 1 3 cSH 1575 1600 1062 966 Volume to Capacity 0.00 0.00 0.00 0.01 Queue Length 95th (ft) 0 0 0 1 Control Delay (s) 1.5 0.2 8.4 8.8 Lane LOS A A A A Approach Delay (s) 1.5 0.2 8.4 8.8 Approach LOS A A Average Delay 2.0 Intersection Capacity Utilization 16.6% ICU Level of Service A Analysis Period (min) 15 Existing 2009 P.M. Peak Hour Synchro 7 - Report Page 2 Appendix B Prior Lake Retail 2010 No-Build A.M. Peak Hour HCM Signalized Intersection Capacity Analysis 2: S Park Dr & Hwy 13 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations ~ ~ ~ ~ ¢ ~ ~ ~~ ~ ~ ~~ ~ Volume (vph) 40 10 20 30 20 170 40 770 50 80 260 10 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 5.0 5.0 4.0 5.0 5.0 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.95 1.00 1.00 0.95 1.00 Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (prot) 1770 1863 1583 1770 1863 1583 1770 3539 1583 1770 3539 1583 Flt Permitted 0.74 1.00 1.00 0.75 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (perm) 1385 1863 1583 1398 1863 1583 1770 3539 1583 1770 3539 1583 Peak-hour factor, PHF 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 Adj. Flow (vph) 43 11 21 32 21 181 43 819 53 85 277 11 RTOR Reduction (vph) 0 0 14 0 0 122 0 0 36 0 0 7 Lane Group Flow (vph) 43 11 7 32 21 59 43 819 17 85 277 4 Turn Type Perm Perm Perm Perm Prot Perm Prot Perm Protected Phases 4 8 5 2 1 6 Permitted Phases 4 4 8 8 2 6 Actuated Green, G (s) 16.0 16.0 16.0 16.0 16.0 16.0 4.0 16.0 16.0 4.0 16.0 16.0 Effective Green, g (s) 16.0 16.0 16.0 16.0 16.0 16.0 4.0 16.0 16.0 4.0 16.0 16.0 Actuated g/C Ratio 0.33 0.33 0.33 0.33 0.33 0.33 0.08 0.33 0.33 0.08 0.33 0.33 Clearance Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 5.0 5.0 4.0 5.0 5.0 Lane Grp Cap (vph) 452 608 517 456 608 517 144 1156 517 144 1156 517 v/s Ratio Prot 0.01 0.01 0.02 c0.23 c0.05 0.08 v/s Ratio Perm 0.03 0.00 0.02 c0.04 0.01 0.00 v/c Ratio 0.10 0.02 0.01 0.07 0.03 0.11 0.30 0.71 0.03 0.59 0.24 0.01 Uniform Delay, d1 11.5 11.2 11.2 11.4 11.2 11.5 21.2 14.5 11.2 21.7 12.1 11.1 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.4 0.1 0.0 0.3 0.1 0.4 5.2 3.7 0.1 16.5 0.5 0.0 Delay (s) 11.9 11.2 11.2 11.7 11.3 12.0 26.4 18.1 11.4 38.2 12.5 11.2 Level of Service B B B B B B C B B D B B Approach Delay (s) 11.6 11.9 18.1 18.4 Approach LOS B B B B Intersection Summary HCM Average Control Delay 17.0 HCM Level of Service B HCM Volume to Capacity ratio 0.43 Actuated Cycle Length (s) 49.0 Sum of lost time (s) 13.0 Intersection Capacity Utilization 46.0% ICU Level of Service A Analysis Period (min) 15 c Critical Lane Group M. Spack Synchro 7 - Report Page 1 Appendix B Prior Lake Retail 2010 No-Build A.M. Peak Hour HCM Unsignalized Intersection Capacity Analysis 1: S Park Dr & Boudin St ~ ~ t ~ `- Movement WBL WBR NBT NBR SBL SBT Lane Configurations ~ ~ '~ ~' Volume (veh/h) 10 60 0 40 30 0 Sign Control Free Stop Stop Grade 0% 0% 0% Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate (vph) 11 65 0 43 33 0 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None Median storage veh) Upstream signal (ft) 241 pX, platoon unblocked vC, conflicting volume 0 87 0 65 22 vC1, stage 1 confvol vC2, stage 2 conf vol vCu, unblocked vol 0 87 0 65 22 tC, single (s) 4.1 6.5 6.2 7.1 6.5 tC, 2 stage (s) tF (s) 2.2 4.0 3.3 3.5 4.0 p0 queue free % 99 100 96 96 100 cM capacity (veh/h) 1623 798 1085 887 866 Volume Total 11 65 43 33 Volume Left 11 0 0 33 Volume Right 0 65 43 0 cSH 1623 1700 1085 887 Volume to Capacity 0.01 0.04 0.04 0.04 Queue Length 95th (ft) 1 0 3 3 Control Delay (s) 7.2 0.0 8.5 9.2 Lane LOS A A A Approach Delay (s) 1.0 8.5 9.2 Approach LOS A A Intersection Summary Average Delay 4.9 Intersection Capacity Utilization 18.3% ICU Level of Service A Analysis Period (min) 15 M. Spack Synchro 7 - Report Page 1 Appendix B Prior Lake Retail 2010 No-Build A.M. Peak Hour HCM Unsignalized Intersection Capacity Analysis 3: Boutlin St&TimothyAve Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations ~ ~ ~ ~ Volume (veh/h) 0 20 0 0 0 5 0 0 5 15 0 0 Sign Control Free Free Stop Stop Grade 0% 0% 0% 0% Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate (vph) 0 22 0 0 0 5 0 0 5 16 0 0 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 5 22 24 27 22 30 24 3 vC1, stage 1 confvol vC2, stage 2 conf vol vCu, unblocked vol 5 22 24 27 22 30 24 3 tC, single (s) 4.1 4.1 7.1 6.5 6.2 7.1 6.5 6.2 tC, 2 stage (s) tF (s) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3 p0 queue free % 100 100 100 100 99 98 100 100 cM capacity (veh/h) 1616 1594 987 866 1055 974 869 1081 Direction, Lane # EB 1 WB 1 NB 1 SB 1 Volume Total 22 5 5 16 Volume Left 0 0 0 16 Volume Right 0 5 5 0 cSH 1616 1594 1055 974 Volume to Capacity 0.00 0.00 0.01 0.02 Queue Length 95th (ft) 0 0 0 1 Control Delay (s) 0.0 0.0 8.4 8.8 Lane LOS A A Approach Delay (s) 0.0 0.0 8.4 8.8 Approach LOS A A Intersection Summary Average Delay 3.9 Intersection Capacity Utilization 17.5% ICU Level of Service A Analysis Period (min) 15 M. Spack Synchro 7 - Report Page 2 Appendix B Prior Lake Retail 2010 No-Build P.M. Peak Hour HCM Signalized Intersection Capacity Analysis 2: S Park Dr & Hwy 13 Lane Configurations ~ ~ ~ -~ ~ ~ ~ ~~ ~ ~ '~¢ ~ Volume (vph) 50 40 70 140 20 100 30 490 80 180 830 30 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 3.5 5.0 5.0 3.5 5.0 5.0 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.95 1.00 1.00 0.95 1.00 Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (prot) 1770 1863 1583 1770 1863 1583 1770 3539 1583 1770 3539 1583 Flt Permitted 0.74 1.00 1.00 0.73 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (perm) 1385 1863 1583 1358 1863 1583 1770 3539 1583 1770 3539 1583 Peak-hour factor, PHF 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 Adj. Flow (vph) 53 43 74 149 21 106 32 521 85 191 883 32 RTOR Reduction (vph) 0 0 62 0 0 88 0 0 46 0 0 13 Lane Group Flow (vph) 53 43 12 149 21 18 32 521 39 191 883 19 Turn Type Perm Perm Perm Perm Prot Perm Prot Perm Protected Phases 4 8 5 2 1 6 Permitted Phases 4 4 8 8 2 6 Actuated Green, G (s) 9.5 9.5 9.5 9.5 9.5 9.5 1.6 25.8 25.8 8.7 32.9 32.9 Effective Green, g (s) 9.5 9.5 9.5 9.5 9.5 9.5 1.6 25.8 25.8 8.7 32.9 32.9 Actuated g/C Ratio 0.17 0.17 0.17 0.17 0.17 0.17 0.03 0.46 0.46 0.15 0.58 0.58 Clearance Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 3.5 5.0 5.0 3.5 5.0 5.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 233 313 266 228 313 266 50 1616 723 273 2061 922 v/s Ratio Prot 0.02 0.01 0.02 0.15 c0.11 c0.25 v/s Ratio Perm 0.04 0.01 c0.11 0.01 0.02 0.01 v/c Ratio 0.23 0.14 0.05 0.65 0.07 0.07 0.64 0.32 0.05 0.70 0.43 0.02 Uniform Delay, d1 20.3 20.0 19.7 22.0 19.8 19.8 27.2 9.8 8.6 22.7 6.6 5.0 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.5 0.2 0.1 6.6 0.1 0.1 24.7 0.5 0.1 7.6 0.7 0.0 Delay (s) 20.8 20.2 19.8 28.5 19.9 19.9 51.8 10.3 8.7 30.3 7.2 5.0 Level of Service C C B C B B D B A C A A Approach Delay (s) 20.2 24.6 12.2 11.1 Approach LOS C C B B Intersection Summary HCM Average Control Delay 13.8 HCM Level of Service B HCM Volume to Capacity ratio 0.50 Actuated Cycle Length (s) 56.5 Sum of lost time (s) 7.5 Intersection Capacity Utilization 51.5% ICU Level of Service A Analysis Period (min) 15 c Critical Lane Group M. Spack Synchro 7 - Report Page 1 Appendix B Prior Lake Retail 2010 No-Build P.M. Peak Hour HCM Unsignalized Intersection Capacity Analysis 1: S Park Dr& Boudin St ~ ~ t ~ ~ 1 Movement WBL WBR NBT NBR SBL SBT Lane Configurations ~ ~ '~ ~' Volume (veh/h) 40 40 5 30 130 5 Sign Control Free Stop Stop Grade 0% 0% 0% Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate (vph) 43 43 5 33 141 5 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None Median storage veh) Upstream signal (ft) 241 pX, platoon unblocked vC, conflicting volume 0 130 0 122 87 vC1, stage 1 confvol vC2, stage 2 conf vol vCu, unblocked vol 0 130 0 122 87 tC, single (s) 4.1 6.5 6.2 7.1 6.5 tC, 2 stage (s) tF (s) 2.2 4.0 3.3 3.5 4.0 p0 queue free % 97 99 97 82 99 cM capacity (veh/h) 1623 740 1085 805 782 Volume Total 43 43 38 147 Volume Left 43 0 0 141 Volume Right 0 43 33 0 cSH 1623 1700 1017 804 Volume to Capacity 0.03 0.03 0.04 0.18 Queue Length 95th (ft) 2 0 3 17 Control Delay (s) 7.3 0.0 8.7 10.5 Lane LOS A A B Approach Delay (s) 3.6 8.7 10.5 Approach LOS A B Intersection Summary Average Delay 8.0 Intersection Capacity Utilization 24.1% ICU Level of Service A Analysis Period (min) 15 M. Spack Synchro 7 - Report Page 1 Appendix B Prior Lake Retail 2010 No-Build P.M. Peak Hour HCM Unsignalized Intersection Capacity Analysis 3: Boudin St & TimothyAve t ~ ~ ~ .- ~ ~ 1 ~ ~ l ~ Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations ~ ~ ~r ~ Volume (veh/h) 5 20 0 0 20 10 0 0 0 10 0 5 Sign Control Free Free Stop Stop Grade 0% 0% 0% 0% Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate (vph) 5 22 0 0 22 11 0 0 0 11 0 5 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 33 22 65 65 22 60 60 27 vC1, stage 1 confvol vC2, stage 2 conf vol vCu, unblocked vol 33 22 65 65 22 60 60 27 tC, single (s) 4.1 4.1 7.1 6.5 6.2 7.1 6.5 6.2 tC, 2 stage (s) tF (s) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3 p0 queue free % 100 100 100 100 100 99 100 99 cM capacity (vehlh) 1579 1594 921 823 1055 934 828 1048 Direction, Lane # EB 1 WB 1 NB 1 SB 1 Volume Total 27 33 0 16 Volume Left 5 0 0 11 Volume Right 0 11 0 5 cSH 1579 1594 1700 969 Volume to Capacity 0.00 0.00 0.00 0.02 Queue Length 95th (ft) 0 0 0 1 Control Delay (s) 1.5 0.0 0.0 8.8 Lane LOS A A A Approach Delay (s) 1.5 0.0 0.0 8.8 Approach LOS A A Inter ection Summar y s Average Delay 2.4 Intersection Capacity Utilization 15.4% I CU Level of Service A Analysis Period (min) 15 M. Spack Synchro 7 - Report Page 2 Appendix B Prior Lake Retail 2010 Build A.M. Peak Hour HCM Signalized Intersection Capacity Analysis 2: S Park Dr & Hwy 13 ~ ~ ~ ~ ~ ~ ~ t ~ ~ • -~ Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations -~ ~ ~ ~ * ~' ~ ~~ ~' ~ ~} ~ Volume (vph) 110 10 100 30 20 170 110 730 50 80 210 90 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 5.0 5.0 4.0 5.0 5.0 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.95 1.00 1.00 0.95 1.00 Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd.Flow(prot) 1770 1863 1583 1770 1863 1583 1770 3539 1583 1770 3539 1583 Flt Permitted 0.74 1.00 1.00 0.75 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Sattl.Flow(perm) 1385 1863 1583 1398 1863 1583 1770 3539 1583 1770 3539 1583 Peak-hour factor, PHF 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 Adj. Flow (vph) 117 11 106 32 21 181 117 777 53 85 223 96 RTOR Reduction (vph) 0 0 88 0 0 150 0 0 27 0 0 50 Lane Group Flow (vph) 117 11 18 32 21 31 117 777 26 85 223 46 Turn Type Perm Perm Perm Perm Prot Perm Prot Perm Protected Phases 4 8 5 2 1 6 Permitted Phases 4 4 8 8 2 6 Actuated Green, G (s) 10.3 10.3 10.3 10.3 10.3 10.3 8.0 29.5 29.5 7.2 28.7 28.7 Effective Green, g (s) 10.3 10.3 10.3 10.3 10.3 10.3 8.0 29.5 29.5 7.2 28.7 28.7 Actuated g/C Ratio 0.17 0.17 0.17 0.17 0.17 0.17 0.13 0.49 0.49 0.12 0.48 0.48 Clearance Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 5.0 5.0 4.0 5.0 5.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 238 320 272 240 320 272 236 1740 778 212 1693 757 v/s Ratio Prot 0.01 0.01 c0.07 c0.22 0.05 0.06 v/s Ratio Perm c0.08 0,01 0.02 0.02 0.02 0.03 v/c Ratio 0.49 0.03 0.07 0.13 0.07 0.11 0.50 0.45 0.03 0.40 0.13 0.06 Uniform Delay, d1 22.5 20.7 20.8 21.1 20.8 21.0 24.1 9.9 7.9 24.4 8.7 8.4 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 1.6 0.0 0.1 0.3 0.1 0.2 1.6 0.8 0.1 1.2 0.2 0.2 Delay (s) 24.1 20.8 20.9 21.3 20.9 21.2 25.8 10.8 8.0 25.7 8.9 8.6 Level of Service C C C C C C C B A C A A Approach Delay (s) 22.5 21.2 12.5 12.3 Approach LOS C C B B Intersection Summary HCM Average Control Delay 14.8 HCM Level of Service B HCM Volume to Capacity ratio 0.43 Actuated Cycle Length (s) 60.0 Sum of lost time (s) 8.0 Intersection Capacity Utilization 48.2% IC U Level of Service A Analysis Period (min) 15 c Critical Lane Group M. Spack Synchro 7 - Report Page 1 Appendix B Prior Lake Retail 2010 Build A.M. Peak Hour HCM Unsignalized Intersection Capacity Analysis 1: S Park Dr & Boudin St ~ ~ 1 ~ ~ j Movement WBL WBR NBT NBR SBL SBT Lane Configurations ~ ~ '~ ~ Volume (veh/h) 160 60 20 190 30 20 Sign Control Free Stop Stop Grade 0% 0% 0% Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate (vph) 174 65 22 207 33 22 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None Median storage veh) Upstream signal (ft) 241 pX, platoon unblocked vC, conflicting volume 0 413 0 565 348 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 0 413 0 565 348 tC, single (s) 4.1 6.5 6.2 7.1 6.5 tC, 2 stage (s) tF (s) 2.2 4.0 3.3 3.5 4.0 p0 queue free % 89 95 81 90 96 cM capacity (veh/h) 1623 473 1085 312 514 Volume Total 174 65 228 54 Volume Left 174 0 0 33 Volume Right 0 65 207 0 cSH 1623 1700 966 371 Volume to Capacity 0.11 0.04 0.24 0.15 Queue Length 95th (ft) 9 0 23 13 Control Delay (s) 7.5 0.0 9.9 16.4 Lane LOS A A C Approach Delay (s) 5.4 9.9 16.4 Approach LOS A C Intersection Summary Average Delay 8.5 Intersection Capacity Utilization 35.0% ICU Level of Service A Analysis Period (min) 15 M. Spack Synchro 7 - Report Page 1 Appendix B Prior Lake Retail 2010 Build A.M. Peak Hour HCM Unsignalized Intersection Capacity Analysis 3: Boudin St&TimothyAve ~ ~ ~ ~ ~- ~ t ~ ~- 1 ~ Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations ~, ~,. ~, ~, Volume (veh/h) 0 25 0 0 0 5 0 0 5 20 0 0 Sign Control Free Free Stop Stop Grade 0% 0% 0% 0% Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate (vph) 0 27 0 0 0 5 0 0 5 22 0 0 Pedestrians Lane Width (ft) Walking Speetl (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 5 27 30 33 27 35 30 3 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 5 27 30 33 27 35 30 3 tC, single (s) 4.1 4.1 7.1 6.5 6.2 7.1 6.5 6.2 tC, 2 stage (s) tF (s) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3 p0 queue free % 100 100 100 100 99 98 100 100 cM capacity (veh/h) 1616 1587 979 860 1048 966 863 1081 Direction, Lane # EB 1 WB 1 NB 1 SB 1 Volume Total 27 5 5 22 Volume Left 0 0 0 22 Volume Right 0 5 5 0 cSH 1616 1587 1048 966 Volume to Capacity 0.00 0.00 0.01 0.02 Queue Length 95th (ft) 0 0 0 2 Control Delay (s) 0.0 0.0 8.5 8.8 Lane LOS A A Approach Delay (s) 0.0 0.0 8.5 8.8 Approach LOS A A Intersection Summary Average Delay 4.0 Intersection Capacity Utilization 17.8% I CU Level of Service A Analysis Period (min) 15 M. Spack Synchro 7 - Report Page 2 Appendix B Prior Lake Retail 2010 Build A.M. Peak Hour HCM Unsignalized Intersection Capacity Analysis 4: N Site Dvwy & Boudin St ~ ~ ~ t l ~ Movement EBL EBR NBL NBT SBT SBR Lane Configurations ~ ~' '~,. Volume (veh/h) 160 0 0 50 20 160 Sign Control Stop Free Free Grade 0% 0% 0% Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate (vph) 174 0 0 54 22 174 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 163 109 196 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 163 109 196 tC, single (s) 6.4 6.2 4.1 tC, 2 stage (s) tF (s) 3.5 3.3 2.2 p0 queue free % 79 100 100 cM capacity (veh/h) 828 945 1377 Direction, Lane # EB 1 NB 1 SB 1 Volume Total 174 54 196 Volume Left 174 0 0 Volume Right 0 0 174 cSH 828 1377 1700 Volume to Capacity 0.21 0.00 0.12 Queue Length 95th (ft) 20 0 0 Control Delay (s) 10.5 0.0 0.0 Lane LOS B Approach Delay (s) 10.5 0.0 0.0 Approach LOS B Intersection Summary Average Delay 4.3 Intersection Capacity Utilization 26.5% ICU Level of Service A Analysis Period (min) 15 M. Spack Synchro 7 - Report Page 3 Appendix B Prior Lake Retail 2010 Build A.M. Peak Hour HCM Unsignalized Intersection Capacity Analysis 5: S Site Dvwy & Boudin St ~ ~- ~ t 1 -~ Movement EBL EBR NBL NBT SBT SBR Lane Configurations '~ ~ ~:, Volume (veh/h) 10 0 10 40 10 10 Sign Control Stop Free Free Grade 0% 0% 0% Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate (vph) 11 0 11 43 11 11 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 82 16 22 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 82 16 22 tC, single (s) 6.4 6.2 4.1 tC, 2 stage (s) tF (s) 3.5 3.3 2.2 p0 queue free % 99 100 99 cM capacity (veh/h) 914 1063 1594 Direction, Lane # EB 1 NB 1 SB 1 Volume Total 11 54 22 Volume Left 11 11 0 Volume Right 0 0 11 cSH 914 1594 1700 Volume to Capacity 0.01 0.01 0.01 Queue Length 95th (ft) 1 1 0 Control Delay (s) 9.0 1.5 0.0 Lane LOS A A Approach Delay (s) 9.0 1.5 0.0 Approach LOS A Intersection Summary Average Delay 2.1 Intersection Capacity Utilization 19.3% ICU Level of Service A Analysis Period (min) 15 M. Spack Synchro 7 - Report Page 4 Appendix B Prior Lake Retail 2010 Build P.M. Peak Hour HCM Signalized Intersection Capacity Analysis 2: S Park Dr& Hwy 13 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations ~ ~ ~ ~ ~ ~ ~ ~~ ~ ~ ~} ~ Volume (vph) 130 40 170 140 20 100 120 450 80 180 770 130 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 5.0 5.0 4.0 5.0 5.0 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.95 1.00 1.00 0.95 1.00 Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (prot) 1770 1863 1583 1770 1863 1583 1770 3539 1583 1770 3539 1583 Flt Permitted 0.74 1.00 1.00 0.73 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (perm) 1385 1863 1583 1358 1863 1583 1770 3539 1583 1770 3539 1583 Peak-hour factor, PHF 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 Adj. Flow (vph) 138 43 181 149 21 106 128 479 85 191 819 138 RTOR Reduction (vph) 0 0 146 0 0 86 0 0 50 0 0 75 Lane Group Flow (vph) 138 43 35 149 21 20 128 479 35 191 819 63 Turn Type Perm Perm Perm Perm Prot Perm Prot Perm Protected Phases 4 8 5 2 1 6 Permitted Phases 4 4 8 8 2 6 Actuated Green, G (s) 11.6 11.6 11.6 11.6 11.6 11.6 8.0 24.9 24.9 10.5 27.4 27.4 Effective Green, g (s) 11.6 11.6 11.6 11.6 11.6 11.6 8.0 24.9 24.9 10.5 27.4 27.4 Actuated g/C Ratio 0.19 0.19 0.19 0.19 0.19 0.19 0.13 0.42 0.42 0.18 0.46 0.46 Clearance Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 5.0 5.0 4.0 5.0 5.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 268 360 306 263 360 306 236 1469 657 310 1616 723 v/s Ratio Prot 0.02 0.01 0.07 0.14 c0.11 c0.23 v/s Ratio Perm 0.10 0.02 c0.11 0.01 0.02 0.04 v/c Ratio 0.51 0.12 0.11 0.57 0.06 0.07 0.54 0.33 0.05 0.62 0.51 0.09 Uniform Delay, d1 21.7 20.0 20.0 21.9 19.7 19.8 24.3 11.9 10.5 22.9 11.5 9.2 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 1.7 0.1 0.2 2.8 0.1 0.1 2.5 0.6 0.2 3.6 1.1 0.2 Delay (s) 23.3 20.1 20.1 24.7 19.8 19.9 26.8 12.5 10.7 26.5 12.7 9.5 Level of Service C C C C B B C B B C B A Approach Delay (s) 21.4 22.5 14.9 14.6 Approach LOS C C B B Intersection Summary HCM Average Control Delay 16.5 HCM Level of Service B HCM Volume to Capacity ratio 0.51 Actuated Cycle Length (s) 60.0 Su m of lost time (s) 8.0 Intersection Capacity Utilization 53.2% ICU Level of Service A Analysis Period (min) 15 c Critical Lane Group M. Spack Synchro 7 - Report Page 1 Appendix B Prior Lake Retail 2010 Build P.M. Peak Hour HCM Unsignalized Intersection Capacity Analysis 1: S Park Dr & Boudin St ~ ti T ~ ~ 1 Movement WBL WBR NBT NBR SBL SBT Lane Configurations ~ ~ '~ ~ Volume (veh/h) 230 40 20 210 130 25 Sign Control Free Stop Stop Grade 0% 0% 0% Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate (vph) 250 43 22 228 141 27 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Metlian type None Median storage veh) Upstream signal (ft) 241 pX, platoon unblocked vC, conflicting volume 0 543 0 739 500 vC1, stage 1 confvol vC2, stage 2 conf vol vCu, unblocked vol 0 543 0 739 500 tC, single (s) 4.1 6.5 6.2 7.1 6.5 tC, 2 stage (s) tF (s) 2.2 4.0 3.3 3.5 4.0 p0 queue free % 85 94 79 36 93 cM capacity (veh/h) 1623 378 1085 222 400 Direction, Lane # WB 1 WB 2 NB 1 SB 1 Volume Total 250 43 250 168 Volume Left 250 0 0 141 Volume Right 0 43 228 0 cSH 1623 1700 933 239 Volume to Capacity 0.15 0.03 0.27 0.70 Queue Length 95th (ft) 14 0 27 117 Control Delay (s) 7.6 0.0 10.3 49.4 Lane LOS A B E Approach Delay (s) 6.5 10.3 49.4 Approach LOS B E Intersection Summary Average Delay 18.0 Intersection Capacity Utilization 45.3% ICU Level of Service A Analysis Period (min) 15 M. Spack Synchro 7 - Report Page 1 Appendix B Prior Lake Retail 2010 Build P.M. Peak Hour HCM Unsignalized Intersection Capacity Analysis 3: Boutlin St & TimothyAve Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations ~, ~, ,~, ~, Volume (veh/h) 5 20 0 0 25 15 0 0 0 10 0 5 Sign Control Free Free Stop Stop Grade 0% 0% 0% 0% Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate (vph) 5 22 0 0 27 16 0 0 0 11 0 5 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 43 22 73 76 22 68 68 35 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 43 22 73 76 22 68 68 35 tC, single (s) 4.1 4.1 7.1 6.5 6.2 7.1 6.5 6.2 tC, 2 stage (s) tF (s) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3 p0 queue free % 100 100 100 100 100 99 100 99 cM capacity (veh/h) 1565 1594 910 811 1055 922 820 1037 Direction, Lane # EB 1 WB 1 NB 1 SB 1 Volume Total 27 43 0 16 Volume Left 5 0 0 11 Volume Right 0 16 0 5 cSH 1565 1594 1700 958 Volume to Capacity 0.00 0.00 0.00 0.02 Queue Length 95th (ft) 0 0 0 1 Control Delay (s) 1.5 0.0 0.0 8.8 Lane LOS A A A Approach Delay (s) 1.5 0.0 0.0 8.8 Approach LOS A A Intersection Summary Average Delay 2.1 Intersection Capacity Utilization 15.4% ICU Level of Service A Analysis Period (min) 15 M. Spack Synchro 7 - Report Page 2 Appendix B Prior Lake Retail 2010 Build P.M. Peak Hour HCM Unsignalized Intersection Capacity Analysis 4: N Site Dvwy & Boudin St t ~ ~ 1 1 -~ Movement EBL EBR NBL NBT SBT SBR Lane Configurations ~ ,~ ~. Volume (veh/h) 200 0 0 30 55 200 Sign Control Stop Free Free Grade 0% 0% 0% Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate (vph) 217 0 0 33 60 217 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 201 168 277 vC1, stage 1 confvol vC2, stage 2 conf vol vCu, unblocked vol 201 168 277 tC, single (s) 6.4 6.2 4.1 tC, 2 stage (s) tF (s) 3.5 3.3 2.2 p0 queue free % 72 100 100 cM capacity (veh/h) 787 876 1286 Direction, Lane # EB 1 NB 1 SB 1 Volume Total 217 33 277 Volume Left 217 0 0 Volume Right 0 0 217 cSH 787 1286 1700 Volume to Capacity 0.28 0.00 0.16 Queue Length 95th (ft) 28 0 0 Control Delay (s) 11.3 0.0 0.0 Lane LOS B Approach Delay (s) 11.3 0.0 0.0 Approach LOS B Intersection Summary Average Delay 4.7 Intersection Capacity Utilization 33.0% IC U Level of Service A Analysis Period (min) 15 M. Spack Synchro 7 - Report Page 3 Appendix B Prior Lake Retail 2010 Build P.M. Peak Hour HCM Unsignalized Intersection Capacity Analysis 5: S Site Dvwy & Boutlin St ~ ~ ~ t 1 ~ Movement EBL EBR NBL NBT SBT SBR Lane Configurations ~ ~ '~, Volume (veh/h) 10 10 10 20 45 10 Sign Control Stop Free Free Grade 0% 0% 0% Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate (vph) 11 11 11 22 49 11 Pedestrians Lane Witlth (ft) Walking Speetl (ft/s) Percent Blockage Right turn flare (veh) Median type None None Metlian storage veh) Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 98 54 60 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 98 54 60 tC, single (s) 6.4 6.2 4.1 tC, 2 stage (s) tF (s) 3.5 3.3 2.2 p0 queue free % 99 99 99 cM capacity (veh/h) 895 1013 1544 Direction, Lane # EB 1 NB 1 SB 1 Volume Total 22 33 60 Volume Left 11 11 0 Volume Right 11 0 11 cSH 950 1544 1700 Volume to Capacity 0.02 0.01 0.04 Queue Length 95th (ft) 2 1 0 Control Delay (s) 8.9 2.5 0.0 Lane LOS A A Approach Delay (s) 8.9 2.5 0.0 Approach LOS A Intersection Summary Average Delay 2.4 Intersection Capacity Utilization 18.3% IC U Level of Service A Analysis Periotl (min) 15 M. Spack Synchro 7 - Report Page 4 Appendix C SimTraffic Simulation Summary 2010 Build A.M. Peak Hour 6/22/2009 Summary of All Intervals 1 L J Y J f1Vl~ Start Time 6:57 6:57 6:57 6:57 6:57 6:57 Entl Time 8:00 8:00 8:00 8:00 8:00 8:00 Total Time (min) 63 63 63 63 63 63 Time Recorded (min) 60 60 60 60 60 60 # of Intervals 2 2 2 2 2 2 # of Recorded Intvls 1 1 1 1 1 1 Vehs Entered 1751 1790 1754 1774 1852 1786 Vehs Exited 1747 1783 1750 1770 1869 1784 Starting Vehs 27 29 25 28 41 28 Ending Vehs 31 36 29 32 24 28 Denied Entry Before 0 1 3 1 0 0 Denied Entry After 0 0 2 0 0 0 Travel Distance (mi) 620 639 624 633 661 635 Travel Time (hr) 30.0 31.0 29.9 30.5 32.3 30.8 Total Delay (hr) 7.0 7.4 6.7 7.2 7.9 7.2 Total Stops 1388 1425 1358 1416 1512 1420 Fuel Used (gal) 23.1 24.0 23.0 23.5 24.7 23.6 Interval #0 Information Seeding Start Time 6:57 End Time 7:00 Total Time (min) 3 Volumes adjusted by Growth Factors. No data recorded this interval. Interval #1 Information Recordi Start Time 7:00 Entl Time 8:00 Total Time (min) 60 Volumes adjusted by Growth Factors. Run Number 1 2 3 4 5 Avg Vehs Entered 1751 1790 1754 1774 1852 1786 Vehs Exited 1747 1783 1750 1770 1869 1784 Starting Vehs 27 29 25 28 41 28 Ending Vehs 31 36 29 32 24 28 Denied Entry Before 0 1 3 1 0 0 Denied Entry After 0 0 2 0 0 0 Travel Distance (mi) 620 639 624 633 661 635 Travel Time (hr) 30.0 31.0 29.9 30.5 32.3 30.8 Total Delay (hr) 7.0 7.4 6.7 7.2 7.9 7.2 Total Stops 1388 1425 1358 1416 1512 1420 Fuel Usetl (gal) 23.1 24.0 23.0 23.5 24.7 23.6 Prior Lake Retail SimTraffic Report M. Spack Page 1 Appendix C SimTraffic Performance Report 2010 Build A.M. Peak Hour 6/22/2009 1: S Park Dr & Boudin St Performance by movement Total Delay (hr) 0.0 0.0 0.0 0.2 0.0 ~~, 0.0 ~„ 0.3 Delay /Veh (s) 0.7 0.6 5.9 3.2 5.0 4.9 2.3 Vehicles Entered 158 62 21 185 29 21 476 Vehicles Exited 158 62 21 185 29 21 476 Hourly Exit Rate 158 62 21 185 29 21 476 Input Volume 160 60 20 190 30 20 480 of Volume 99 103 105 97 97 105 99 Denied Entry Before 0 0 0 0 0 0 0 Denied Entry After 0 0 0 0 0 0 0 Occupancy (veh) 0 0 0 0 0 0 1 2: S Park Dr & Hwy 13 Performance by movement Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Total Delay (hr) 0.7 0.1 0.1 0.3 0.1 0.6 0.9 2.0 0.1 0.7 0.5 0.2 Delay /Veh (s) 22.7 20.0 2.9 27.5 23.7 12.4 29.7 9.5 5.4 31.6 8.0 6.7 Vehicles Entered 102 11 102 34 17 175 111 743 49 83 214 92 Vehicles Exited 103 11 102 34 17 174 111 746 49 82 213 92 Hourly Exit Rate 103 11 102 34 17 174 111 746 49 82 213 92 Input Volume 110 11 100 30 20 170 110 730 50 80 210 90 of Volume 94 100 102 113 85 102 101 102 98 102 101 102 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 Occupancy (veh) 1 0 0 0 0 1 2 8 0 1 1 1 2: S Park Dr & Hwy 13 Performance by movement Movement All Total Delay (hr) 6.1 Delay /Veh (s) 12.6 Vehicles Enteretl 1733 Vehicles Exitetl 1734 Hourly Exit Rate 1734 Input Volume 1711 of Volume 101 Denied Entry Before 0 Denied Entry After 0 Occupancy (veh) 16 Prior Lake Retail SimTraffic Report M. Spack Page 2 Appendix C SimTraffic Performance Report 2010 Build A.M. Peak Hour 6/22/2009 3: Boudin St & Timothy Ave Performance by movement Lvl YY~JI Y YUI\ IVUI\ JtJL f111 Total Delay (hr) 0.0 0.0 0.0 0.0 0.0 0.0 Delay /Veh (s) 0.1 0.0 0.0 1.8 4.1 1.8 Vehicles Entered 20 5 3 5 20 53 Vehicles Exited 20 5 3 5 20 53 Hourly Exit Rate 20 5 3 5 20 53 Input Volume 25 5 5 5 20 60 of Volume 80 100 60 100 100 88 Denied Entry Before 0 0 0 0 0 0 Denied Entry After 0 0 0 0 0 0 Occupancy (veh) 0 0 0 0 0 0 4: N Site Dvwy &Boudin St Performance by movement Movement EBL NBT SBT SBR All Total Delay (hr) 0.2 0.0 0.0 0.0 0.2 Delay /Veh (s) 3.8 0.9 0.9 0.4 1.9 Vehicles Enteretl 160 46 19 159 384 Vehicles Exited 160 46 19 160 385 Hourly Exit Rate 160 46 19 160 385 Input Volume 160 50 20 160 390 of Volume 100 92 95 100 99 Denied Entry Before 0 0 0 0 0 Denietl Entry After 0 0 0 0 0 Occupancy (veh) 0 0 0 0 1 5: S Site Dvwy &Boudin St Performance by movement Total Delay (hr) 0.0 0.0 0.0 0.0 0.0 0.0 Delay /Veh (s) 2.8 1.6 0.1 0.1 0.0 0.6 Vehicles Entered 10 8 37 8 11 74 Vehicles Exited 10 8 37 8 11 74 Hourly Exit Rate 10 8 37 8 11 74 Input Volume 10 10 40 10 10 80 of Volume 100 80 92 80 110 92 Denietl Entry Before 0 0 0 0 0 0 Denied Entry After 0 0 0 0 0 0 Occupancy (veh) 0 0 0 0 0 0 Prior Lake Retail SimTraffic Report M. Spack Page 3 Appendix C SimTraffic Performance Report 2010 Build A.M. Peak Hour 6/22/2009 Total Network Performance Total Delay (hr) 7.2 Delay / Veh (s) 14.6 Vehicles Entered 1786 Vehicles Exitetl 1784 Hourly Exit Rate 1784 Input Volume 4866 of Volume 37 Denied Entry Before 0 Denied Entry After 0 Occupancy (veh) 30 Prior Lake Retail SimTraffic Report M. Spack Page 4 Appendix C Queuing and Blocking Report 2010 Build A.M. Peak Hour 6/2212009 Intersection: 1: S Park Dr & Boudin St Movement WB WB NB SB Directions Served L R TR LT Maximum Queue (ft) 6 8 68 54 Average Queue (ft) 0 0 39 27 95th Queue (ft) 4 4 60 52 Link Distance (ft) 145 145 57 24 Upstream Blk Time (%) 1 5 Queuing Penalty (veh) 2 0 Storage Bay Dist (ft) Storage Blk Time (%) Queuing Penalty (veh) Intersection: 2: S Park Dr & Hwy 13 Movement EB EB EB WB WB WB NB NB NB NB SB SB Directions Served L T R L T R L T T R L T Maximum Queue (ft) 116 39 61 68 46 106 122 147 166 27 103 61 Average Queue (ft) 52 6 26 24 11 50 55 73 93 8 48 19 95th Queue (ft) 94 26 48 57 37 87 100 134 155 24 85 48 Link Distance (ft) 145 145 145 626 1289 1289 755 Upstream Blk Time (%) 0 Queuing Penalty (veh) 0 Storage Bay Dist (ft) 270 270 310 310 650 Storage Blk Time (%) Queuing Penalty (veh) Intersection: 2: S Park Dr & Hwy 13 Storage Blk Time (%) Queuing Penalty (veh) Prior Lake Retail SimTraffic Report M. Spack Page 5 Appendix C Queuing and Blocking Report 2010 Build A.M. Peak Hour 6/22/2009 Intersection: 3: Boudin St & Timothy Ave Movement NB SB Directions Served LR LR Maximum Queue (ft) 20 36 Average Queue (ft) 3 15 95th Queue (ft) 13 40 Link Distance (ft) 312 486 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) Storage Blk Time (%) Queuing Penalty (veh) Intersection: 4: N Site Dvwy &Boudin St ivwvernen[ tts Directions Served LR Maximum Queue (ft) 92 Average Queue (ft) 46 95th Queue (ft) 77 Link Distance (ft) 100 Upstream Blk Time (%) 0 Queuing Penalty (veh) 0 Storage Bay Dist (ft) Storage Blk Time (%) Queuing Penalty (veh) Intersection: 5: S Site Dvwy &Boudin St Movement EB NB Directions Served LR LT Maximum Queue (ft) 27 4 Average Queue (ft) 7 0 95th Queue (ft) 27 3 Link Distance (ft) 100 99 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) Storage Blk Time (%) Queuing Penalty (veh) Network Summa Network wide Queuing Penalty: 2 Prior Lake Retail SimTraffic Report M. Spack Page 6 Appendix C SimTraffic Simulation Summary 2010 Build P.M. Peak Hour 6/22/2009 Summary of All Intervals Start Time 4:57 4:57 4:57 4:57 4:57 4:57 End Time 6:00 6:00 6:00 6:00 6:00 6:00 Total Time (min) 63 63 63 63 63 63 Time Recorded (min) 60 60 60 60 60 60 # of Intervals 2 2 2 2 2 2 # of Recorded Intvls 1 1 1 1 1 1 Vehs Entered 2484 2383 2450 2405 2400 2424 Vehs Exited 2473 2382 2457 2407 2391 2422 Starting Vehs 34 43 45 43 36 39 Ending Vehs 45 44 38 41 45 38 Denied Entry Before 6 2 2 0 0 1 Denied Entry After 4 0 2 0 5 2 Travel Distance (mi) 883 851 878 861 853 865 Travel Time (hr) 45.8 44.1 45.3 43.8 44.0 44.6 Total Delay (hr) 13.0 12.5 12.9 12.1 12.5 12.6 Total Stops 2207 2087 2063 2064 2036 2093 Fuel Used (gal) 34,6 33.0 34.3 33.7 33.2 33.7 Interval #0 Information Seeding Start Time 4:57 End Time 5:00 Total Time (min) 3 Volumes adjusted by Growth Factors. No data recorded this interval. Interval #1 Information Recording Start Time 5:00 End Time 6:00 Total Time (min) 60 Volumes adjusted by Growth Factors. Run Number 1 2 3 4 5 Avg Vehs Entered 2484 2383 2450 2405 2400 2424 Vehs Exited 2473 2382 2457 2407 2391 2422 Starting Vehs 34 43 45 43 36 39 Ending Vehs 45 44 38 41 45 38 Denied Entry Before 6 2 2 0 0 1 Denied Entry After 4 0 2 0 5 2 Travel Distance (mi) 883 851 878 861 853 865 Travel Time (hr) 45.8 44.1 45.3 43.8 44.0 44.6 Total Delay (hr) 13.0 12.5 12.9 12.1 12.5 12.6 Total Stops 2207 2087 2063 2064 2036 2093 Fuel Used (gal) 34.6 33.0 34.3 33.7 33.2 33.7 Prior Lake Retail SimTraffic Report M. Spack Page 1 Appendix C SimTraffic Performance Report 2010 Build P.M. Peak Hour 6/22/2009 1: S Park Dr & Boudin St Performance by movement Movement WBL WBT WBR NBT NBR SBL SBT All Total Delay (hr) 0.0 0.0 0.0 0.0 0.2 0.2 0.0 0.6 Delay /Veh (s) 0.7 0.3 0.6 7.8 4.2 6.4 6.9 3.4 Vehicles Entered 235 2 42 21 206 129 25 660 Vehicles Exited 235 2 42 21 207 128 25 660 Hourly Exit Rate 235 2 42 21 207 128 25 660 Input Volume 230 1 40 21 210 130 25 657 of Volume 102 200 105 100 99 98 100 100 Denied Entry Before 0 0 0 0 0 0 0 0 Denied Entry After 0 0 0 0 0 0 0 0 Occupancy (veh) 1 0 0 0 1 0 0 2 2: S Park Dr & Hwy 13 Performance by movement Total Delay (hr) 0.9 0.2 0.3 1.2 0.1 0.3 1.0 1.5 0.1 1.7 2.9 0.3 Delay /Veh (s) 23.6 17.7 6.7 29.7 18.7 8.9 29.2 12.3 6.0 32.3 13.6 8.9 Vehicles Entered 130 35 170 140 20 104 122 453 73 185 782 135 Vehicles Exited 130 35 170 140 20 104 122 455 74 183 781 136 Hourly Exit Rate 130 35 170 140 20 104 122 455 74 183 781 136 Input Volume 130 40 170 140 20 100 120 450 80 180 770 130 of Volume 100 88 100 100 100 104 102 101 92 102 101 105 Denietl Entry Before 0 0 0 0 0 0 0 0 0 0 1 0 Denietl Entry After 0 0 0 1 0 0 0 0 0 0 1 0 Occupancy (veh) 1 0 1 2 0 1 2 5 1 2 6 1 2: S Park Dr & Hwy 13 Performance by movement Total Delay (hr) 10.4 Delay I Veh (s) 16.0 Vehicles Entered 2349 Vehicles Exitetl 2350 Hourly Exit Rate 2350 Input Volume 2330 of Volume 101 Denied Entry Before 1 Denied Entry After 2 Occupancy (veh) 22 Prior Lake Retail SimTraffic Report M. Spack Page 2 Appendix C SimTraffic Performance Report 2010 Build P.M. Peak Hour 6/22/2009 3: Boudin St & Timothy Ave Performance by movement Movement EBL EBT WBT WBR SBL SBR All Total Delay (hr) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Delay I Veh (s) 1.5 0.1 0.1 0.1 4.6 2.7 0.8 Vehicles Entered 4 19 35 15 9 5 87 Vehicles Exited 4 19 35 15 9 5 87 Hourly Exit Rate 4 19 35 15 9 5 87 Input Volume 5 20 40 15 10 5 95 of Volume 80 95 88 100 90 100 92 Denied Entry Before 0 0 0 0 0 0 0 Denied Entry After 0 0 0 0 0 0 0 Occupancy (veh) 0 0 0 0 0 0 0 4: N Site Dvwy &Boudin St Performance by movement Total Delay (hr) 0.2 0.0 0.0 0.0 0.3 Delay /Veh (s) 4.3 1.0 0.8 0.4 2.0 Vehicles Entered 196 31 53 208 488 Vehicles Exited 196 30 53 208 487 Hourly Exit Rate 196 30 53 208 487 Input Volume 200 31 56 200 487 of Volume 98 97 95 104 100 Denied Entry Before 0 0 0 0 0 Denied Entry After 0 0 0 0 0 Occupancy (veh) 0 0 0 0 1 5: S Site Dvwy &Boudin St Performance by movement Movement EBL EBR NBL NBT SBT SBR All Total Delay (hr) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Delay /Veh (s) 2.8 2.2 1.8 0.0 0.1 0.0 0.7 Vehicles Entered 9 10 8 21 40 12 100 Vehicles Exited 9 10 8 21 40 12 100 Hourly Exit Rate 9 10 8 21 40 12 100 Input Volume 10 10 10 20 45 10 105 of Volume 90 100 80 105 89 120 95 Denied Entry Before 0 0 0 0 0 0 0 Denied Entry After 0 0 0 0 0 0 0 Occupancy (veh) 0 0 0 0 0 0 0 Prior Lake Retail SimTraffic Report M. Spack Page 3 Appendix C SimTraffic Performance Report 2010 Build P.M. Peak Hour 6122/2009 Total Network Performance Total Delay (hr) 12.6 Delay / Veh (s) 18.7 Vehicles Entered 2424 Vehicles Exited 2422 Hourly Exit Rate 2422 Input Volume 6664 of Volume 36 Denied Entry Before 1 Denied Entry After 2 Occupancy (veh) 43 Prior Lake Retail SimTraffic Report M. Spack Page 4 Appendix C Queuing and Blocking Report 2010 Build P.M. Peak Hour 6/22/2009 Intersection: 1: S Park Dr & Boudin St nt Directions Served L R TR LT T Maximum Queue (ft) 17 8 77 79 34 Average Queue (ft) 1 0 45 46 2 95th Queue (ft) 7 5 70 74 17 Link Distance (ft) 145 145 57 24 228 Upstream Blk Time (%) 3 20 Queuing Penalty (veh) 7 0 Storage Bay Dist (ft) Storage Blk Time (%) Queuing Penalty (veh) Intersection: 2: S Park Dr & Hwy 13 Movement EB EB EB WB WB WB NB NB NB NB SB SB Directions Served L T R L T R L T T R L T Maximum Queue (ft) 136 59 101 147 52 62 135 116 134 50 189 283 Average Queue (ft) 64 19 44 74 15 34 60 51 67 14 91 93 95th Queue (ft) 116 49 81 125 44 57 108 89 111 35 153 203 Link Distance (ft) 145 145 145 626 1289 1289 755 Upstream Blk Time (%) 0 0 0 Queuing Penalty (veh) 0 0 0 Storage Bay Dist (ft) 270 270 310 310 650 Storage Blk Time (%) Queuing Penalty (veh) Intersection: 2: S Park Dr & Hwy 13 Directions Servetl T R Maximum Queue (ft) 300 68 Average Queue (ft) 114 27 95th Queue (ft) 220 49 Link Distance (ft) 755 Upstream Blk Time (%) 0 Queuing Penalty (veh) 0 Storage Bay Dist (ft) 270 Storage Blk Time (%) Queuing Penalty (veh) Prior Lake Retail SimTraffic Report M. Spack Page 5 Appendix C Queuing and Blocking Report 2010 Build P.M. Peak Hour 6/22/2009 Intersection: 3: Boudin St & Timothy Ave Directions Served LR Maximum Queue (ft) 31 Average Queue (ft) 12 95th Queue (ft) 36 Link Distance (ft) 486 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) Storage Blk Time (%) Queuing Penalty (veh) Intersection: 4: N Site Dvwy &Boudin St Movement tti Nti Directions Servetl LR LT Maximum Queue (ft) 100 22 Average Queue (ft) 51 1 95th Queue (ft) 82 9 Link Distance (ft) 100 116 Upstream Blk Time (%) 0 Queuing Penalty (veh) 0 Storage Bay Dist (ft) Storage Blk Time (%) Queuing Penalty (veh) Intersection: 5: S Site Dvwy &Boudin St Directions Served LR LT Maximum Queue (ft) 32 23 Average Queue (ft) 14 1 95th Queue (ft) 36 10 Link Distance (ft) 100 99 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) Storage Blk Time (%) Queuing Penalty (veh) Network Summa Network wide Queuing Penalty: 7 Prior Lake Retail SimTraffic Report M. Spack Page 6 Memorandum DATE: July 21, 2009 TO: Jeff Matzke, City Planner FROM: Larry Poppler, Assistant City Engineer CC: Steve Albrecht, Public Works Director/City Engineer RE: Crossroads (City Project # 09-110) The Engineering Department has reviewed the site plan received on July 13, 2009 for the subject project. The items below are comments related to the review. General 1. At the conclusion of construction, as-built drawings will be required prior to Certificate of Occupancy. 2. A maintenance agreement will be required for the maintenance of all stormwater facilities. The maintenance agreement must be drafted and signed at the time of site plan approval. 3. A Letter of Credit will be required for grading and erosion control, utility connection restoration, and right of way restoration. 4. City Staff has estimated 6 equivalent residential units for the purposes of future assessment calculation. Final determination will be made by the City Council as part of the development contract. The homes and the church that occupied this site have contributed to the loading and degradation of the existing street. Plat 1. Provide trail easement over sidewalk areas not within the proposed right of way. Site Plan 1. The luminaire locations are shown in areas that impede vehicle travel and parking. The line of luminaries for lot two are shown directly over the proposed watermain. 2. The parking for the Napa site is generally in excess of 100 feet from the entrance. While it isn't an engineering requirement, this maybe problematic for the tenant as patrons must cross two traffic lanes to get to the building entrance. 3. Show signage on the site plan. Include stop signs, handicapped signs, and one way signs for the car wash. Grading and Erosion Control L:\09 FILES\09 CUP'S\EFH Realty Advisors, [nc\Eng Review 072109.DOC 1. The grades for all maintained areas must not be greater than 4:1. The grades for the berm and adjacent residential properties are shown at 3:1 and should be revised to 4:1 slopes. 2. Additional tip out curb should be shown east of the fenced play area. Also the curb grades along the north curb line need further attention. The grades of the curb in the handicapped parking area east of the proposed Napa store are flat and need further attention. 3. Revise grades in loading dock area to achieve 2% slope or greater. 4. The EOF for ponds 4, 5, and 6 should provide a factor of safety for separation distance to building entrance openings. Hydrology and Storm Sewer 1. Retaining wall at pond 3 - NURP pond should be designed by a registered engineer for conditions of regular inundation. Geogrid tiebacks, foundation aggregate, enhanced subsoil drainage and freeze/salt resistant block material may be needed. 2. Provide additional detail on interface of 2' clay lining and sand filter trench to ensure both functions remain. 3. Design of drain the in raingarden should ensure that volume control function remains intact. Provide more detail on the system function. 4. Redesign raingarden seed and plug mixes: Current mix is inappropriate for soil moisture expectation. Little bluestem and mixed height mesic mix has poor inundation characteristics. Application method may also be inappropriate. 5. EROSION CONTROL: Draft NPDES Permit stormwater pollution prevention plan (SWPPP) must be submitted to the City of Prior Lake, reviewed and approved prior to grading permit approval. Be aware that all permit sections of NPDES permit will be reviewed by City and must be addressed in the SWPPP due to close proximity to the Lake. The following comments relate to the state NPDES construction site permit. 6. III.A.1 &2 SWPPP must identify trained personnel with responsibility to oversee implementation of the SWPPP. Listed MPCA NPDES officer is out of date. 7. III.A.3&4 SWPPP must include a narrative describing the timing for installation of all erosion prevention and sediment control BMPs on site. Include location, type and estimated quantity, areas not to be disturbed, and surface waters receiving drainage. (Per g. Lower Prior Lake, Non-Impaired) 8. III.A.5 and IV.4.E Include forms for inspection and maintenance of BMPs and a form to record on-site modifications to the SWPPP. L:A09 FILES\09 CUP'S\EFH Realty Advisors, Inc\Eng Review 072109.DOC O~ PRlp~ Combined Preliminary & `~ Final Plat & CUP ~MNEgO'~P Memo To: Gene Happe, EFH Co From: Community Development and Natural Resources Date: 7/2/2009 Re: EFH Co Preliminary/Final Plat and Conditional Use Permit (Review 2) The Community Development & Natural Resources Department has conducted a review for the subject sites at 14291 Timothy Avenue, 14311 Timothy Avenue, and 14311 Boudin Street. The following is a list of comments from the review: 1) 11 X 17 reductions of all plans needed (plat, engineering, colored architectural elevations, and photometric). 2) Provide screening for loading dock area in the form of a gate/fencing (minimum height of 8 feet). 3) The Napa building size has increased from 10,000 to 11,000 sq. ft., which may increase their parking needs. Provide floor plans and sq. ft. of designated areas (retail separate from warehouse) for parking calculation purposes. 4) The elevations should accurately depict the color of the facades on the proposed buildings. If Napa will have any non-brick natural tones on the exterior of the building, these should be reflected on the elevations (as was shown on previous elevations). If the blue is not shown, it is assumed that this element will not be incorporated on the plan. 5) The parking calculations for the 9,000 square foot day care area are based on number of participants at any given time, for that reason, we need to know what the facility will be licensed for to determine the parking requirements. 6) The childcare facility must provide 40 square feet of outdoor play area for all ambulatory pupils. Since there is 1,800 sq. ft. of outdoor play area shown on the plan, no more than 45 ambulatory pupils are allowed at any one time at the facility (based on the amount of outdoor play area being provided on the plan). This was not revised from the original plans and it is staff understanding that additional play area would be necessary to minimally meet this requirement. Additional documentation from the MN DHS (Department of Human Services) will be necessary to distinguish the non-ambulatory participants from the ambulatory pupils that will be utilizing the outdoor play area. 7) Parking a. Auto Parts -how many delivery trucks/vehicles stored onsite? b. Drive aisle in front of Auto Parts and Child Care is 24 ft. wide (25 ft. is required). c. Parallel stalls north of gas station are 22 ft. long (23 ft. is required) 8) Remove "Tenant Signage" from north exterior elevation of child care building; this signage faces residential areas to the north. In addition, revise the elevations to east and west labels on the elevations sheet (Sheet A3.1). All final sign plans (freestanding and wall signs) require a sign permit prior to installation and all signs over 6 feet in height will require a building permit with engineering analysis. 9) Provide elevations/details of the proposed trash enclosures. Your summary indicated that Kathy Anderson submitted these. However, an elevation of the trash enclosure is not reflected on any of the plans provided by Kathy Anderson. 10) Provide irrigation details on the landscape plan. 11) A CIC Plat application will be required prior to construction. 12) City staff believes the developer should consider implementing the following site elements in order to further mitigate impacts to the adjacent neighborhood: • The gasoline pump canopy roof should be pitched to reflect a residential rooftop (asphalt shingles would be desirable as well). • There should be no signage facing residential areas. • Trash enclosures should be pulled away from areas adjacent to residential. • Provide berming and a minimum of 8 feet in height for all coniferous trees that face adjacent residential areas. • Possibly install landscaping on adjacent private residential properties (if residential property gives written consent), providing increased areas for additional berming space. • Limitations on hours of operation (5 am to 12 am midnight for the fuel and convenience store, 6 am to 10 pm for car wash and delivery on the entire site). • Where possible, consider preserving existing mature trees that are directly adjacent to property boundaries (be aware of root zones and viability for tree survival long term). 13) In addition to any of the above comments, the Planning Commission and City Council may wish to consider the following additional conditions (not intended to be reflective of an exhaustive list) • Increased setbacks from residential areas. • Increased height of berming and landscaping. • The relocation of the car wash on the site so it is not directly adjacent to residential uses. • Future assessments for Timothy Avenue when the road is reconstructed. • Require the developer to conduct snow removal on the sidewalk extending along Boudin Street, adjacent to the site. *It should be noted that no new plans or details are to be presented by the developer at the public hearing without review from Staff. 3 Preliminary & P1 at & CUP To: Gene Happe, EFH Co From: Community Development and Natural Resources Date: 7/21 /2009 Re: EFH Co Preliminary/Final Plat and Conditional Use Permit (Review 2) The Community Development & Natural Resources Department has conducted a review for the subject sites at 14291 Timothy Avenue, 14311 Timothy Avenue, and 14311 Boudin Street. The following is a list of comments from the review: 1) Provide additional screening for loading dock area in the form of a gate/fencing (minimum height of 8 feet) or additional landscaping along Boudins Street. 2) The childcare facility must provide 40 square feet of outdoor play area for all ambulatory pupils. Since there is 4,000 sq. ft. of outdoor play area shown on the plan, no more than 100 ambulatory pupils are allowed at any one time at the facility (based on the amount of outdoor play area being provided on the plan). Additional documentation from the MN DHS (Department of Human Services) will be necessary to distinguish the non-ambulatory participants from the ambulatory pupils that will be utilizing the outdoor play area. 3) Place additional trees in the area around Pond #6 (rain garden area) for screening purposes. 4) Relocate proposed landscaping trees from the area of 2 saved trees along Timothy Avenue. 5) A CIC Plat application will be required prior to construction. 6) All final sign plans (freestanding and wall signs) will require a sign permit prior to installation and all signs over 6 feet in height will require a building permit with engineering analysis. 7) City staff believes the developer should consider implementing the following site elements in order to further mitigate impacts to the adjacent neighborhood: • The gasoline pump canopy roof should be pitched to reflect a residential rooftop (asphalt shingles would be desirable as well). • Possibly install landscaping on adjacent private residential properties (if residential property gives written consent), providing increased areas for additional berming space. • Limitations on hours of operation (5 am to 12 am midnight for the fuel and convenience store, 6 am to 10 pm for car wash and delivery on the entire site). • Where possible, consider preserving existing mature trees that are directly adjacent to property boundaries (be aware of root zones and viability for tree survival long term). 8) In addition to any of the above comments, the Planning Commission and City Council may wish to consider the following additional conditions (not intended to be reflective of an exhaustive list) • Increased setbacks from residential areas. • Increased height of berming and landscaping. • The relocation of the car wash on the site so it is not directly adjacent to residential uses. • Future assessments for Timothy Avenue when the road is reconstructed. • Require the developer to conduct snow removal on the sidewalk extending along Boudin Street, adjacent to the site. *It should be noted that no new plans or details are to be presented by the developer at the public hearing without review from Staff. Page 1 of 1 Danette Parr From: Patti Brehm [pbrehm124@gmail.com] Sent: Tuesday, July 21, 2009 8:38 AM To: Danette Parr Subject: Boudins Neighborhood My family has lived in the Boudin neighborhood since 1985 and raised our kids here and planned our retirement here. When our mayor asked us in a meeting a few years ago how we felt about the area being converted to commercial development, everyone at the meeting was adamantly opposed and thought that was the end of it. The developer told us at the last meeting that he was told we were not opposed to this, which is not true. I am an officer for the Boudin Association, and I have not talked to anyone that is in favor of these changes, especially the 24 hour Kwik Trip. Are you aware that there are already three stations within 1 mile of my home? Other than your need for income at our expense, how can this make sense? Not one of them was planned next to a residence. The Kwik Trip in the Wilds should be used as a reference for all accommodations due to the proximity of residential homes. We would expect barriers between the commercial and residential, as well as walls barring anyone from using yards as shortcuts. A traffic study thru 2010 is not sufficient, and needs to be forecast at least 5 years out. It is also an issue if people start weaving thru our neighborhood looking for other ways to get out to County Rd 42. I would ask that you view our neighborhood as your own as you make your decisions, because we are your neighbors. Regards, Patti Brehm 7/23/2009 Danette Parr From: mmarxen@integra.net Sent: Monday, July 20, 2009 8:56 PM To: Danette Parr Subject: Boudin property-EFH development To whom it may concern: I live at 14231 Timothy Ave..please consider our neighborhood requests of limiting the hours of Kwik Trip and berm and fencing, especially the hours of Kwik Trip..yuck..who wants a gas station on their street?..no one..there are Prior Lake residents in this neighborhood who have been paying property taxes for 20-30 years so think about that when you make your decisions...please keep in mind, what if this was your neighborhood? I see workers picketing EFH..what a lovely sight...what does that say about EFH?? Sincerely, Madalyn Marxen 14231 Timothy Avenue Prior Lake 1 Danette Parr From: RON WIESE [WIESERH@INTEGRAONLINE.COM] Sent: Monday, July 20, 2009 11:48 AM To: Danette Parr Cc: Frank Boyles Subject: Fwd: Public Hearing to consider a request fora Conditional Use Permit and a Combined Preliminary and Final Plat - EFH Commercial Development » » > Dear Commissioners, » » > We are Ron and Pat Wiese and we live at 6830 Boudin Street; Prior » » > Lake, Mn. We have lived here for 42 years. 300 feet on the east » » > side of our property, which faces Timothy Avenue, is directly » » > exposed to the proposed Commercial Development. »»> » » > We are concerned for our security, safety and quality of life » » > having a commercial development so close to our single family low » » > density residential neighborhood. »»> » » > We strongly feel the hours of operation of the Kwik Trip Gas » » > Station and Car Wash need to be limited especially for the » »> families living directly adjacent to the site. A 24-hour » » > operation brings many concerns such as iterated above (i.e. » »> safety, security, quality of life, traffic to name a few). »» > » » > According to the Final Landscape Plan dated 7-1-09, the west »» > perimeter along Timothy Avenue, we do not see "excessive » »> landscaping" (quote from EFH's response to the neighborhood dated » » > 6-25-09) Therefore, we strongly feel the exposure to the backs » » > of the proposed buildings is totally unacceptable and a concrete » » > wall is also needed. »»> » » > Our home and our property is our haven. Through the years we have » » > worked hard to upgrade, remodel and put more value in our » » > property. We do not want to see it devalued. »»> » »> If we are going to retain any semblance of security, safety and » » > quality of life, we need berms, cement walls, excessive » » > landscaping and limited hours of operation. We hope to not even » » > realize that there is a commercial development in our "backyard". »»> » » > Please help us by doing the right thing. »» > »»> »»> » » > Ron and Pat Wiese » » > Any questions, 952-447-3824 » » »> Good Evening Planning Commissioners, Unfortunately, I'm not able to be there with you on July 27`h at the public hearing, so I've compiled my thoughts into this letter and a brief video. Looking back, you had an opportunity to protect our neighborhood during the Comprehensive Plan amendment and Rezoning phase, instead deferring until the Conditional Use Permit stage of the process. Here we are at the CUP stage and the character of our neighborhood is in your hands. I think it might be helpful to see what the actual distances and views are from the current homes and proposed development. In order to do so, I shot some footage from the neighborhood today and from the same distances at a similar Kwik Trip location nearby. At the conclusion of the video, there are some clips to remind everyone of previous positions taken by the council and planning commission on this project. For the record, we are only asking for some basic protections to insure a reasonable and rational transition from a proposed a high intensity commercial use to a very low intensity single family residential neighborhood. The MOST important issue at hand is hours of operation for both the convenience store and car wash. This is a critical concern for all of the adjacent neighbors and this commission and the city council has established precedent to impose limits on hours of operation for less intrusive developments. We are hopeful that you will follow that precedent and limit the hours here as well. Another major issue of concern is the lack of significant berms and screening in the current plan. We are asking that you impose more protections for the neighborhood. After consulting with several independent civil engineers and our very own Assistant City Engineer, Larry Poppler, we have devised a modification to the plan that is feasible and allows for a double win They say the devil is in the details and here are the details. Starting at the edge of Timothy Avenue, we are asking for an ascending grade to a berm that tops out at six (6) feet above current street level at a distance forty-five feet (45') from the curb. This berm will need an eight foot (8') masonry block wall on top of the berm that continues from the south end of Timothy all the way to the north edge of the proposed development similar to the wall the developer initially proposed during the neighborhood meeting they hosted at the beginning of this process. To insure proper grading and storm water management, a retaining wall would be installed on the east side of the masonry wall that also allows the buildings to exist as proposed. On the west side of the masonry wall, there will still be a twenty-five to thirty foot (25-30') buffer for landscaping between the wall and the right-of-way easement. You will hear additional concerns from my fellow neighbors and we are imploring you to follow through and protect the character of this long standing neighborhood as cornerstone of this community. Best regards, j- Jj;11 ~'. ('1 ~~ ~~ ~;; Jeff Phelan 14271 Timothy Ave NE Prior Lake. MN Page 1 of 2 Danette Parr From: Tony Stapleton [stapehead@comcast.net] Sent: Wednesday, July 22, 2009 8:17 AM To: Danette Parr Cc: jphelan@northerncontours.com; 'David Fawcett'; 'Don Arneson'; 'Chad Starman'; 'maggie klein'; 'Maggie Klein'; 'Bob Svitak'; 'Dennis English' Subject: EFH Co plans for Boudin/Timothy Attachments: Project Summary.pdf To the City Council and Planning Commission members, I am extremely disappointed in the decisions our elected officials have made on behalf of the citizens of Prior Lake regarding the developmental plans on the site of the Crossroads Church on the corner of Timothy and Boudin St. Our officials continue to make decisions that compromise the things that make Prior Lake, a small town tucked away on one of the most beautiful lakes in the state, a retreat, a resort....not only for the citizens, but visitors. I didn't pick Prior Lake as my residence in 2008 because of the 'convenience' of chain stores littered throughout our community. What began as a neighborhood church serving our families and children has, small decision after small decision, quickly become a site for a chain auto parts store, a chain 24 hr gas station/convenience store, a 24 hour car wash, and a child care facility that is simply relocating from up the street. Our officials continue to make long term decisions for short term gains instead of long term decisions for long term gains. Ten years from today, wil we believe that we made good decisions with the property so close to the lake and feel we made long term decisions for the long term good of Prior Lake and our citizens? When viewing the commercial lake front property south of Boudin St that currently houses empty offices, a tattoo parlor, etc..., do we feel we made good decisions regarding that property? Did we make good decisions with MGM built right next to our child care facility and Dakota Liquor? Do we drive south on 13 and really think to ourselves....'job well done', when we pass a series of vacant offices, two liquor stores, and a child care facility between the two? Do we feel that our signage restrictions and requirements from the establishments located on the Prior Lake side of 13 are second to none, far superior to the look the signage/establishments onthe other side of 13 in Savage have? Honestly, we should be embarrassed of these decisions, not proud. We have now progressed to where we are today, gas station/convenience store, chain auto parts store, and a child care facility. What have we accomplished as a city? We effectively relocated a child care facility from Prior Lake to Prior Lake, a NAPA auto parts store from Prior Lake to Prior Lake, and a new gas station/convenience store. What real value has this brought Prior Lake? Now that those decisions have been made, what can we do for the citizens that are asked to absorb any negative impact these decisions will make but 'for the good of our city'?. The citizens in the neighborhood are being asked to simply accept increased transient traffic, decreased home values in a housing market that is already crippling our people, compromised views, increased sound and disturbances, increased street traffic, unsafe conditions for children and pets, etc...We are being asked to 'take a bullet for the team', but are not willing to do so without considerations and compromise to minimize the downside of this development. If the city doesn't make demands on the developer on behalf of the citizens, then the city should bear the responsibility of accommodating these requests. It has been made very clear, the neighborhood is opposed to most of the developers plans. I read the responses from the developer on many of the issues the neighbors have requested (attached) and 7/22/2009 Page 2 of 2 outlined comments numbered the same as the document: 2. Developer claims they can't do an 8ft berm for the Timothy residents because of grading requirements, etc..., how high of a berm can they have? 7.5 ft, 7 ft? Has the developer suggested a height or did they simply say no to an 8 ft berm? 5. Why would we allow a 24 hour operation in a residential neighborhood? Doesn't Quik Trip have locations that aren't 24 hours? Extended hours would be suitable to accommodate the developer's claims and examples of airline employee's, etc... At the very least, shortened hours during the work week. 24 hour operations have semi tractor trailers delivering fuel 24 hours of the day, completely unacceptable. 6. Sidewalks should be a demand, the developer indicates Boudin St is too busy for sidewalks. Sidewalks should be a requirement with the increased traffic expected with a gas station. People currently walk along the side of the street, increased traffic should warrant a sidewalk along Boudin St. We shouldn't wait for the first fatality. The developer has indicated an offer to provide landscaping to the adjacent residences, although I am unaware of any offer from the developer to Watersedge Association (townhomes on the southside of Boudin St.) The new development will be in plain view from many of the townhomes in our development. Today I see the Church from the bedroom, this view will soon be of a gas station. I have asked the developer twice to meet with our association and, to my knowledge, they have yet to do so. The southern exit/entrance onto Boudin St will cause a significant increase in traffic into the 'neighborhood' and not be isolated as the exit/entrance in the east side of the development provides. To minimize the impact of traffic into the neighborhood and increase the safety, the southern entrance/exit should be limited to an entrance only, traffic should not be allowed to exit from that location. There is absolutely no reason traffic needs to exit into the neighborhood unless they live there, and the neighbors I am certain would not mind exiting the east side if it means traffic is limited into our neighborhood. In the initial meeting the developer had with our neighborhood, they indicated that was the plan, but I haven't seen that plan since. I hope the city council and planning commission takes our concerns seriously, and will act to protect the citizens of Prior Lake, particularly the citizens negatively impacted by the developers plans. Sincerely Tony Stapleton 6807 Boudin St NE Prior Lake, MN 55372 602.571.1348 cell 7/22/2009 July 22, 2009 Dear Planning Commissioners, There are three broad areas of concern we ask you to consider when you make the upcoming decisions on the Conditional Use Permit for EFH Development and the Boudin/Crossroads Church area. We would also state that we expect every accommodation requested in the neighborhood detailed response to the developers plans to be considered and met. The three broad areas are: (1) Safety and Security: One of the most basic of human needs is safety and security. Without it, we don't have very much left. Because of the close proximity of this development to low-density residential homes, and due to the high intensity of commercial use next to a residential area, the Planning Commission should go to extreme measures to ensure the safety and security of the citizens. This is the primary function of government. To do that, we would ask that a gas station, which is going to have a dramatic increase on the number of cars and individuals coming into our neighborhood, be prohibited and if not prohibited, then hours of operation be limited to those which will accommodate the neighbors. At a minimum we expect the same accommodations made in the Wild's Kwik Trip Conditional Use Permit. We require that no egress be permitted from the commercial area to the neighborhood from around or through any of the proposed commercial buildings. Our request is for a berm and wall beginning on the North end and continuing without interruption along Timothy Avenue to its intersection with Boudin Street. This was detailed in a neighborhood letter of response to the developer and we believe you have a copy of it. (2) Sanctuary: This development, through your decisions, is being permitted to occur immediately adjacent to low-density residential homes. This is our night sanctuary, the place we come home to rest and recuperate, to enjoy a meal with our families, and to relax during the weekends. You have permitted a high density commercial development, inappropriate in its intensity of use and you have done it over the unanimous, consistent objections of the very people who will have to live with it. Shame on you! Every employee and every customer of these establishments will visit and then return to the quiet sanctuary of their homes, except those of us who reside in this neighborhood. We will be living WITH the development for as long as we occupy our homes in this neighborhood. Neither you nor any other Prior Lake citizen, who may extol the benefits of converting this parcel and two perfectly good residential homes into a commercial development, will have to pay the price for the decisions you have been a party to. But, we will. When we purchased our home in 1996 and right up to the point that these residential homes are destroyed, we have been encased in a residential neighborhood. Across the street, the two residential homes that will be demolished, sit on an earthen berm and tower over our two-story home. That earthen berm and those homes block ENTIRELY the view of the commercial development across the street, and the Edina Reality office located on Commerce Avenue. At this point in time we do not see anything else but a church building and two homes from our yard and our second-story bedroom windows. We expect you to require accommodations so that when this development is completed, neither we nor our next door neighbor to the North, the Greenfields, will see anything but an earthen berm with landscaping and a stone wall with the result that we do not see or hear the development any more than we do currently. We expect you to protect our sanctuary -our homes. It is reasonable for us to expect and require it. And we do. We also expect that we will NOT be living exposed to TH13 during the demolition and construction phases of this development. We require that we be protected from exposure to the highway noise, the across the highway lighting, etc., in the same way that we are currently protected by the earthern berm and two residences. This cannot be done if, as the developer intends, the demolition will be completed with the berm graded down this Fall, but construction not completed until Spring or Summer of 2010. If the developer cannot complete the entire project before the winter suspension, then the project should not be started or the wall and berm must be in place before construction begins. (3) Status. The current status or status-quo is already lost. Through the progressive' leadership of Mayor Haugen, the status of this neighborhood, currently and into the future has been called into question. Whether this vision for Prior Lake succeeds or continues in the future, is one the voters will decide in upcoming elections. We look forward to engaging in that conversation with the rest of the citizens of this City. At this point, however, there has not been a change in the Comprehensive Plan for the remainder of the land in this neighborhood. We expect, therefore, that the Planning Commission will respect its own public guidance document and do everything in its power to protect and enhance the quality of life in this area and its status as a neighborhood. We expect that you will require a traffic study which evaluates readily available projected traffic numbers 5 to 10 or more years into the future. Traffic numbers were provided by various engineering firms as part of these studies: (1) Study of signal placement on CR 42 and 13 due to Rainbow Development (2) Study of signal redesign at Commerce/Boudins TH13 (3) CR 42 widening study These numbers should be analyzed in the existing models to determine whether the intersections at Boudin/Commerce and TH13 will accommodate the projected increases in traffic into the future, or whether this neighborhood will find itself without an effective way to get in and out for both themselves and emergency vehicles -fire and ambulance. We expect sidewalks along Boudins Street and connecting to the existing sidewalks at Boudins/TH 13. Equally of importance is that your decisions in every way protect the status of the investment and value of our homes. We ask you to respect the fact that we have resided in this community longer than EFH development and we have been paying taxes all during that time. We do not agree with the theory put forth that some must suffer for the good of the whole. This kind of thinking leads to faulty decisions which can't be justified when the whole' hasn't been bettered through the suffering of the few. This is precisely what has happened with this development. As it stands, you have converted perfectly good and affordable homes into parking lots and buildings at a time when the homes in this price range are what are currently being sought after. The net good' has resulted only in a relocation of a Prior Lake auto parts store to a different Prior Lake location; of a Prior Lake daycare center to a Prior Lake location a block away; and to the potential addition of a gas station, which claims it can not survive without 24 hour operations because there are 3 other gas stations within 2 blocks that operate 24 hours. Does this represent the'good of the whole' to you? Please have the courage to invite the gas station to find a different location if their success is so tenuous due to the already existing competition. If they can't make a good business decision, perhaps you could assist them. This intended gas station, it should be noted, will siphon off traffic from the other Prior Lake gas stations which are located South on TH13, and more important to us -will directly compete with our favorite bakery -Edelweiss -one of the few existing businesses in Prior Lake that is both unique and distinctive. Meanwhile, because of the re-zoning and your decision to opt into a highly intense commercial use, which by your own guidance is inappropriate when bounding low-density residential homes, your decisions have adversely impacted not only our quality of life, but the value of our homes and the sweat-equity we have put into them. Your decisions regarding this developer's plans and the details of the conditional use permit should reflect your understanding of the impact on the status of our neighborhood and the values of our homes. Your decisions, at the very least, should acknowledge your understanding that this development was forced on the entire neighborhood against their unanimous objections at every stage of the process, which though in a new stage, have not abated one iota. (4) Summary. The requirements and accommodations detailed in the neighbor's response to the developer's initial site plan should be met. These accommodations address the three broad concerns discussed above: safety, sanctuary, and status. They are reasonable accommodations considering both the nearness and the intensity of this proposed development to already existing single-family low density homes in a viable, thriving neighborhood - an integral part of the overall Prior Lake community. We look forward to sharing more with you at the Public Hearing on Monday, July 27`h Sincerely, Sandee and Michael Wright 14300 Timothy Avenue Cc: Prior Lake City Council Members Danette Parr, Community Development and Natural Resources Director, City of Prior Lake June 8, 2009 Gene Happe /Mike Whalen EFH Realty Advisors 2999 W. County Road 42, Suite 206 Burnsville, MN 55306 Dear Gene and Mike, Thank you for taking the time to share your plans for the development of the Crossroads Church property on June 3, 2009 at your Burnsville, MN offices. It was helpful to see the plans in detail so we can better understand the project and its impact on our homes and neighborhood. While the neighborhood still strongly objects to a GCC land use classification and commercial development directly adjacent to single family homes, we understand that it is important for us to share our concerns with you and the city. As we discussed, the attached is a list of considerations that we would like to see incorporated into the project to mitigate the impact on the adjacent residences and the neighborhood as a whole. We realize that this latest plan has some changes from the original concept plan. Additionally, we understand from you that many of the items in the attached may be beyond your control, so rest assured, we will discuss them thoroughly with the City staff, Planning Commission and City Council. The attached list is by no means exhaustive, but rather a compilation of our thoughts coming out of this week's meeting. We have had an opportunity to more fully consider the current plan as a group of adjacent neighbors (including those that were unable to attend last Wednesday) and the following is a list of changes we feel are important. We would anticipate further discussions on this project. Per our meeting on June 3, we will also follow up with our suggestions for a planting schedule on the north and west edges of the property. Sincerely, Jeff and Vicki Phelan Robert Carlton Todd and Bonnie Greenfield Michael and Sandee Wright Ron and Pat Wiese Encl. (1) cc: Danette Parr, City of Prior Lake Neighborhood Considerations for Crossroads Development (As of June 8, 2009) • The entire project must have limited hours of Operation (7:OOam - 11:OOpm) • There must be a berm and wall erected along the west perimeter of the project after site grading prior to commencement construction. • The berm at the north end should be to 942'elevation and have an 8' high wall erected (top of wall at 950' elevation) that must extend from Edina Realty continuously along the west edge of the property all the way to the corner of Boudin/Timothy Ave. The berm at the south end would be at 936' elevation (top of wall at 944' -south end). The purpose of the berm and wall is to mitigate the view of the commercial development and buildings from adjacent residences and to prevent any access to the neighborhood and residences fi^om around or through the commercial buildings. • The wall must be poured in place, stamped concrete, or a comparable solid barrier (not a wooden fence). • No occupancy permits issued until all landscaping and screening is completed • Plantings on neighborhood side of wall should be adjusted to provide better natural screening (see alternate planting schedule). • Trash bins must be moved east to Commerce Ave street side (similar to GNR to the north - Edina Realty) • Restricted hours of operation for all deliveries, snow removal, parking lot sweeping or cleaning and irrigation (7:OOam - 1 l :OOpm) • All signage on the on the north and west edges of the buildings and gas canopy and car wash must not be lighted. • The project must not be left incomplete over the winter months. Either the project starts and completes before winter causes work stoppage, or does not begin until the following year. • Penalty /Fine Schedule should be clearly written into the CUP to address violations in property maintenance. • No parking on Timothy Ave during the excavation /construction. • Required annual water treatments for holding ponds to prevent insect infestation • Sidewalks should be installed to assist pedestrian traffic from Boudin /Timothy to junction of Commerce / STH l3 that match state standards. (Need formal pedestrian plan) • Power pole on the NE corner of 14271 Timothy should be removed and power service be changed to underground. • Existing Lilac Hedge bordering 14271 Timothy must be left intact (currently rests mostly on the adjacent homeowner's side of the property line) • All mature trees that stand within 10' of adjacent residential property lines should not be removed. • Special traffic study analyzing automobile, bicycle and pedestrian impact on the intersection of Timothy Ave /Boudin St with and emphasis on pedestrian and bicycle safety. 7.23.09 Good Day Planning Commissioner Dan Ringstad Cc. Alan Billington, Bryan Fleming, Charles Howley, and Paul Perez I am writing to voice my family's and my concerns and opinions in regards to the Crossroads Church proposed development. I have been a resident or Prior Lake for 33 years. I have set down roots and do not intend to leave. I am now married with 3 children. They are now beginning to go to the same schools and play in P.L.A.Y. as I did growing up in Prior Lake and I think that is pretty cool. I have seen a lot of change in Prior Lake over those 33 years. Some good and some bad. I feel this is a bad change. I feel that Prior Lake is losing what made a lot of us move to and stay in Prior Lake. Prior Lake is losing its small town feel and developers like EFH are taking that away. My concerns are ranked below. 1) The berm and fencing around the proposed site. I feel there should be a berm and a continuous wall around the proposed site for a few reasons. After talking with a couple of engineers, this could be done without problem other than some additional cost to the developer. What we are asking for is not unreasonable and can be accomplished. A berm of 8 feet with a wall of a mimum 8 feet tall of stone or stamped concrete continuous around the proposed site north and west should be a requirement. I feel this way, why? A) I do not see commercial developments or Hwy. 13 now and should not when this development is done. B) Security, privacy, and the neighborhood feel. I have 3 children that play in the front yard, ride their bikes and family walks up and down Timothy Ave and Boudin Street. We do not need to be exposed to employee's breaks, smoking and talking to their friends in my front yard. We do not need customers having access to private property from the back of the commercial property. God forbid that there is a crime on the commercial property, we do not need them to have easy access to our neighborhood. (Holiday on Pike Lake was robbed and a Kwik trip in Wisconsin was robbed and the robber was found in a residential back yard.) Has anyone looked into the storage of fuel, the amount of fuel, and what might happen to the surrounding neighborhood and lake if there was a leak or incident? C) A natural berm exists for the most part, if the property is not excavated to street level. D) The landscaping should be to help separate the commercial from the low density residential. EFH's drawings show large mature trees. Will that not take 15 to 20 years to reach the maturity? This is another reason for the 8 foot minimum berm and wall. The landscaping is there to separate and protect our neighborhood and I hope still provide that neighborhood feel, friendly and secure. 2) Hours of operation. We feel this should be limited to protect our neighborhood. I work the 3`d shift at Cub Foods in Savage, a 24 hour store. (which is why I cannot make the Planning commission or city counsel meetings) The developer, EFH, has stated Kwik Trip needs 24 hour service. This would be a bad idea. The customers I see at night are young kids buying toilet paper to tee-pee a house, drunks looking for munchies, people we do not need in a low density neighborhood at that time of night. I do not see the 3rd shift customers that the developer is referring to past 1 lpm. Cub Foods also has a curfew on deliveries from l lpm to Gam. No deliveries can be made during that time. This is in a high density residential neighborhood; which is still further away from our low density neighborhood. Let's not forget this development is going in next to a low density single family residential neighborhood, which I believe was against the comprehensive plan. I have looked into selling and moving. From what I have learned the value is not there and this development is part to blame. I know I do not want to live with a gas station or this development in my front yard. I would believe that any of you would not want to either. I do not live in a town home, a high density residential neighborhood, or in downtown Prior Lake. With the exception of downtown Prior Lake, where is there this level of commercial development this close to single family residential in Prior Lake? I cannot think of any, and this should not be the first! ! My family and I feel strongly that these are reasonable requests and do not feel that this should be our burden, nor should it be the planning commission's or the city of Prior Lake's problem when enforcing these concerns to the developer. I think all of us in the neighborhood have accepted that this property would be commercial but not to this extent. The city of Prior Lake has won with it passing the level of commercial that passed now it is time for the neighborhood to start winning as well! ! I apologize that I could not be at the meetings due to my work schedule. My concerns and opinions have been expressed through my neighbors. Pictures are enclosed for sight line purposes. Feel free to call or come out for a visit. Sincerel ~, , `.- The Grey 14280 Timothy Ave. Prior Lake, MN 55372 952.447.6243 "~ ~ , ~ h ~ ~ G ~ ~ y ~~tSS ~~ ~ ~R ~ E~ ti .e ~..~ Nb .i. ~( ~ 0 yP ~ ~ ~: 4 ~ ' ~v*h~~ iC ~' i°~ .:;/~ , ~ j Y ~ ! ~ a Y IF y ~ ~ V- G, ? ~ '~ R ~ ~ ~~ ~n. - '~T iN ~ ~~ j # „ ~~ T „ # ~ J4 .. fm~ i ~ ~ +,~ _ Y~ + ~. i~~S` ., p ~ r max. ~ ~~ a ~ ~~ e ~? c' ~ ~ ~ 4 ~ t 2 ... N „ 5 .g n ~: ~1 a } ~ • ~ A: "' a + -.. ~ txd [ ~ ~f _ s4q tja Y ~L~ ~ ~~ . ~ y i ~~ ~ 1}. 1 ` ~ . !1 y ~ ~ . I a: ~ M A a F vS ~ ~ F i .~ ~ ~ ~. ~ A ~ , r` ~- ~ `~ t w.rv 3 F ~ ii)~ 4' `~'!Ye t ~ ~ ,i~ib ~k 5 S ~ 3 l ~,Ka t f. k ~ ~ F Y._ ~.~.~ =,i ~ ~ ~ ~' ~r ~ ~ YY '~ ~W~ '~. F ~ °1 t 4 ,~.. ~ ~ ~ a ~, h ` _aM ~ ~ .+ ` e t 5 ~ ~ 3 ~~, ~ ~ , ~ ~A.Uf% ~ _ f~ ~" ~ ,~ r , g 9 ~,L 7 ~ ~ ~ N ~ a ~, ~ a w ~ . , ~1' ~- ~` ~ ~~ 4 y ... ~9b' i '~ .~ ~~ ~ E. ! 9C+ . ,~ „ ~ ~~ ~ ~r ~ R ~ ~,~ ' n ~ ~'r~ a ~ 'a 3 ,. tK ~ ~ • ~1 ,.. ~~ ~ ~ ~a ~ V, a € ~ t _¢y~: ,y ~ ~ € , 'rr ~ ~ _ x ~ .~ ., 5u ~ 11 ~ ~ 'h~y~ =e ~ t: .. `", ~ ~ ~ ~ a *' ~ . ~~ ~ fi d ~ ~ ~ ~ '° ' '$'' 4~ , , ~ ~ .~ ~' ~ t ` a ~, ~~ ~, ~ a~ .,~ , ~ ~ k , i' ~ e. ~,4 ~ ~~ ~.7 .::~ '~. s. iQ ~~. ;` uW 3Y %~ ti 4~ "~ ~~~~;: .;; DON & JOYCE ARNESON 6805 BOUDIN ST. N.E. PRIOR LAKE, MN. 55372 952-447-4788 952-334-5547 Cell July 22, 2009 Good Morning, We have lived in a townhome at the above address for 19 years. Over the years, we have seen many changes in the area, mostly on the three corners that are not in Prior Lake. The Prior Lake corner appeared too residential to attract the kind of commercial development that they have in Savage. We have tried to attend all the meetings concerning the development of the property by EFH. At one meeting, after the residents had spoken, a council member mentioned that two of the residents had recently moved to this neighborhood. (We only know of one that mentioned his move into this neighborhood a year and a half ago, Mr. Stapleton.) The council person made the comment that surely anyone moving into a neighborhood would check into the future plans for development in the area and not be surprised about plans for the property after a church moved. When Mr. Stapleton moved into the townhome, the church was still meeting every Sunday and Wednesday and we can't imagine thinking that they were probably planning on moving. Why would anyone consider that the Residential Zoning would be tossed out in favor of Commercial Zones? So, now the question is: What should we be asking about future plans? We see the plans for this piece of property and even those have changed drastically since the beginning maps and construction plans. What seemed to be plans for a restricted residential area now seem to be open to whatever will bring in the most revenue. Should we ask that if the Day Care space does not pan out, could we have afull-blown nightclub, open late night hours-maybe with strippers? What about a Pool Hall? Or another Liquor store, since there does not seem to be any restrictions about how many you can place in a square mile. And, thinking ahead, should we worry about the plans for the park centrally located in our neighborhood? Or other residential properties like our own? Since the very beginning of this debate, it seems there has been no compromise-just change in favor of the city and developer. Have we been offered anything to help us feel better about the changes in our residential area? Has there been any attempt to accommodate us in keeping the area more residential than commercial? Our streets are totally in disrepair and will have increased traffic. Will we get the sidewalks as requested? Will we have any berms, shrubbery, or fences to help protect the residents from the noise and the view? Will the city consider the long history of this residential area? And, the major question is: What does it take for the city to listen to the residents of the Crossroads, Boudin/Timothy area? We are here hoping for answers. Don and Joyce Arneson CONDITIONAL USE PERMIT RESOLUTION 09-02PC APPROVING A CONDITIONAL USE PERMIT TO ALLOW A MOTOR FUEL STATION IN THE C-2 (GENERAL BUSINESS) ZONING DISTRICT MOTION BY: SECOND BY: WHEREAS, The Prior Lake Planning Commission conducted a public hearing on July 27, 2009, to consider an application from EFH Realty Advisors Inc. for a Conditional Use Permit (CUP) to allow a Motor Fuel Station and Car Wash in the C-2 (General Business) Zoning District; and WHEREAS, Notice of the public hearing on said CUP was duly published in accordance with the applicable Prior Lake Ordinances; and WHEREAS, The Planning Commission proceeded to hear all persons interested in this CUP and persons interested were afforded the opportunity to present their views and objections related to the CUP; and WHEREAS, The Planning Commission approved the CUP with specific conditions; and WHEREAS, The Planning Commission finds the proposed CUP is compatible with the stated purposes and intent of the Zoning Ordinance as they relate to conditionally permitted uses, and further, that the proposed CUP meets the criteria for approval of CUP as contained in Section 1108.202 of the Zoning Ordinance. NOW THEREFORE, BE IT RESOLVED BY THE PLANNING COMMISSION OF PRIOR LAKE: The recitals set forth above are incorporated herein. The Planning Commission hereby adopts the following findings: Section 1108.200 of the City Code sets forth the general criteria utilized to review a CUP application. (1) The use is consistent with and supportive of the goals and policies of the Comprehensive Plan. Two of the objectives of the Comprehensive Plan are to "determine and strive for a balance of commerce, industry and population" and to "maintain high standards in the promotion and development of commerce and industry." This proposal will be consistent with the goals, objectives, and policies of the Comprehensive Plan provided it complies with the conditions of approval. Another objective of the Comprehensive Plan is to "enact and maintain policies and ordinances to ensure the public safety, health and welfare." The proposed motor fuel station use would appear consistent with these policies. (2) The use will not be detrimental to the health, safety, morals and general welfare of the community as a whole. The use will not be detrimental to the health, safety, and general welfare of the community as a whole, provided all conditions of approval are met and any additional necessary conditions are applied to safeguard the community as a whole. (3) The use is consistent with the intent and purpose of the Zoning Ordinance and the Use District in which the Conditional Use is located. Page 1 One purpose of the Zoning Ordinance is to "protect fhe residential, business, industrial and public areas of the community and mainfain their stability." The proposed use is consistent with this goal, provided the site complies with all conditions as approved by the Planning Commission. (4) The use will not have undue adverse impacts on governmental facilities, services, or improvements, which are either existing or proposed. The use will not over burden municipal facilities. (5) The use will not have undue adverse impacts on the use and enjoyment of properties in close proximity to the conditional use. The Zoning Ordinance places conditions on the use that are intended to protect the use and enjoyment of adjacent properties in the "R" use districts. The Planning Commission must determine if adequate mitigating elements have been incorporated on the site (screening, landscaping, setbacks, hours of operation, etc) to limit adverse impacts on the use and enjoyment of the adjacent properties. (6) The use is subject to the design and other requirements of site and landscape plans prepared by or under the direction of a professional landscape architect, or civil engineer registered in the State of Minnesota, approved by the Planning Commission and incorporated as part of the conditions imposed on the use by the Planning Commission. The site will be required to have an approved buffer yard along all lot lines that abut residential sites. (7) The use is subject to drainage and utility plans prepared by a professional civil engineer registered in the State of Minnesota which illustrate locations of city water, city sewer, fire hydrants, manholes, power, telephone and cable lines, natural gas mains, and other service facilities. The plans shall be included as part of the conditions set forth in the CUP approved by the City Council. The applicant has been working with the Engineering Department to meet grading and drainage requirements. Prior to any building permits, the applicant will be required to have approval of all grading and drainage plans by the City Engineer. (8) The use is subject to such other additional conditions which the Planning Commission may find necessary to protect the general welfare, public safety and neighborhood character. Such additional conditions may be imposed in those situations where the other dimensional standards, performance standards, conditions or requirements in this Ordinance are insufficient to achieve the objectives contained in subsection 1108.202. In these circumstances, the Planning Commission may impose restrictions and conditions on the CUP which are more stringent than those set forth in the Ordinance and which are consistent with the general conditions above. The additional conditions shall be set forth in the CUP approved by the Planning Commission. The Planning Commission may revise the recommended conditions or attach additional conditions as they deem appropriate to protect the health, public safety, and general welfare of the neighborhood and community. The Conditional Use Permit is hereby approved on the property legally described in Exhibit A. The Conditional Use Permit is hereby approved subject to the following conditions: Conditions outlined in Section 1102.1103(1) of the City Code, related to motor fuel stations as a use permitted by a Conditional Use Permit, shall be adhered to. Conditions outlined in Section 1102.1103(2) of the City Code, related to car washes as a use permitted by a Conditional Use Permit, shall be adhered to. Prior to building permit issuance, all grading and drainage plans must be approved by the City Engineer. Exterior materials of all buildings on the site shall comply with Section 1107.2202 of the Zoning Ordinance. Bufferyard requirements as outlined in Section 1107.2000 of the City Code shall be met. The carwash shall limit hours of operation from 6:00 am to 10:00 pm. All signage, walls, and landscaping must remain outside the public right of way and provide for the preservation of adequate site line requirements. Page 2 8. If changes are required, the applicant shall submit updated plans and elevations that reflect the proposed plan modifications and conditions as approved by the Planning Commission. 9. The applicant must provide a cross access and shared parking agreement prior to Final Plat approval. 10. The applicant shall obtain necessary licensing for the sale of tobacco products, if this is conducted at the site. 11. The applicant shall obtain sign permits to assure proper signage size and placement. 12. The applicant must revise plans or supply additional material to satisfy all comments in the July 21, 2009 CDNR Plan Review Memo (attached). 13. The applicant must revise plans or supply additional material to satisfy all comments in the July 21, 2009 Engineering Plan Review Memo (attached). 14. Prior to building permit issuance, the applicant shall submit an elevation rendering depicting the material (%) breakdown for the proposed auto parts and day care buildings (Lot 2). CONCLUSION Based upon the Findings set forth above, the Planning Commission hereby grants a Conditional Use Permit to allow a Motor Fuel Station and Car Wash in the C-2 (General Business) Zoning District. The contents of Planning Case Files # EP09-110 are hereby entered into and made a part of the public record and the record of the decision for this case. Passed and adopted this 27th day of July, 2009. Dan Ringstad, Commission Chair ATTEST: Danette Parr, Community Development & Natural Resources Director Page 3 CONDITIONAL USE PERMIT RESOLUTION 09-02PC DENYING A CONDITIONAL USE PERMIT TO ALLOW A MOTOR FUEL STATION IN THE C-2 (GENERAL BUSINESS) ZONING DISTRICT MOTION BY: SECOND BY: WHEREAS, The Prior Lake Planning Commission conducted a public hearing on July 27, 2009, to consider an application from EFH Realty Advisors Inc. for a Conditional Use Permit (CUP) to allow a Motor Fuel Station and Car Wash in the C-2 (General Business) Zoning District; and WHEREAS, Notice of the public hearing on said CUP was duly published in accordance with the applicable Prior Lake Ordinances; and WHEREAS, The Planning Commission proceeded to hear all persons interested in this CUP and persons interested were afforded the opportunity to present their views and objections related to the CUP; and WHEREAS, The Planning Commission finds the proposed CUP is inconsistent with the stated purposes; and WHEREAS, The Planning Commission denied the CUP. NOW THEREFORE, BE IT RESOLVED BY THE PLANNING COMMISSION OF PRIOR LAKE: The recitals set forth above are incorporated herein. The Planning Commission hereby adopts the following findings: Section 1108.200 of the City Code sets forth the general criteria utilized to review a CUP application. (1) The use is consistent with and supportive of the goals and policies of the Comprehensive Plan. Two of the objectives of the Comprehensive Plan are to "determine and strive for a balance of commerce, industry and population" and to "maintain high standards in the promotion and development of commerce and industry." This proposal will be consistent with the goals, objectives, and policies of the Comprehensive Plan provided it complies with the conditions of approval. Another objective of the Comprehensive Plan is to "enact and maintain policies and ordinances to ensure the public safety, health and welfare." The proposed motor fuel station use would appear consistent with these policies. (2) The use will not be detrimental to the health, safety, morals and general welfare of the community as a whole. The use will not be detrimental to the health, safety, and general welfare of the community as a whole, provided all conditions of approval are met and any additional necessary conditions are applied to safeguard the community as a whole. (3) The use is consistent with the intent and purpose of the Zoning Ordinance and the Use District in which the Conditional Use is located. One purpose of the Zoning Ordinance is to "protect the residential, business, industrial and public areas of the community and maintain (heir stability." The proposed use is consistent with this goal, provided the site complies with all conditions as approved by the Planning Commission. Page 1 (4) The use will not have undue adverse impacts on governmental facilities, services, or improvements, which are either existing or proposed. The use will not over burden municipal facilities. (5) The use will not have undue adverse impacts on the use and enjoyment of properties in close proximity to the conditional use. The Zoning Ordinance places conditions on the use that are intended to protect the use and enjoyment of adjacent properties in the "R" use districts. The Planning Commission must determine if adequate mitigating elements have been incorporated on the site (screening, landscaping, setbacks, hours of operation, etc) to limit adverse impacts on the use and enjoyment of the adjacent properties. (6) The use is subject to the design and other requirements of site and landscape plans prepared by or under the direction of a professional landscape architect, or civil engineer registered in the State of Minnesota, approved by the Planning Commission and incorporated as part of the conditions imposed on the use by the Planning Commission. The site will be required to have an approved buffer yard along all lot lines that abut residential sites. (7) The use is subject to drainage and utility plans prepared by a professional civil engineer registered in the State of Minnesota which illustrate locations of city water, city sewer, fire hydrants, manholes, power, telephone and cable lines, natural gas mains, and other service facilities. The plans shall be included as part of the conditions set forth in the CUP approved by the City Council. The applicant has been working with the Engineering Department to meet grading and drainage requirements. Prior to any building permits, the applicant will be required to have approval of all grading and drainage plans by the City Engineer. (8) The use is subject to such other additional conditions which the Planning Commission may find necessary to protect the general welfare, public safety and neighborhood character. Such additional conditions may be imposed in those situations where the other dimensional standards, performance standards, conditions or requirements in this Ordinance are insufficient to achieve the objectives contained in subsection 1108.202. In these circumstances, the Planning Commission may impose restrictions and conditions on the CUP which are more stringent than those set forth in the Ordinance and which are consistent with the general conditions above. The additional conditions shall beset forth in the CUP approved by the Planning Commission. The Planning Commission may revise the recommended conditions or attach additional conditions as they deem appropriate to protect the health, public safety, and general welfare of the neighborhood and community. The Conditional Use Permit is hereby denied on the property legally described in Exhibit A. CONCLUSION Based upon the Findings set forth above, the Planning Commission hereby denies a Conditional Use Permit to allow a Motor Fuel Station and Car Wash in the C-2 (General Business) Zoning District. The contents of Planning Case Files # EP09-110 are hereby entered into and made a part of the public record and the record of the decision for this case. Passed and adopted this 27th day of July, 2009. ATTEST: Dan Ringstad, Commission Chair Danette Parr, Community Development & Natural Resources Director Page 2