5.2. SR 08-08-2011 - Laserfiche WebLink

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' Scenarios 2 and 3 largely consist ofcommercial/retail land use with 75% impervious and 95% respectively. Scenario 3 represents the most extreme development scenario with respect to impervious surfaces. Storm water management for any scenario can be provided ' through a combination of wet detention ponds and infiltration features. The soils within the study area will likely provide ideal conditions for achieving volume reduction and ' pollutant reduction through the use of infiltration. The City will require a 60% removal of total phosphorus and total suspended solids from ' the post-construction developed condition. Any development will also be required to meet the requirements of the NPDES permit. In addition, it is anticipated that development will need to meet the ORVW requirements of the State and therefore, no increase in storm ' water runoff volume or pollutant loads from the 1988 baseline land use condition will be allowed. Therefore, infiltration of storm water to meet these requirements will be required. ' Traffic Analysis (Item 21) The analysis included evaluating traffic impacts in the 171St Avenue AUAR study area of the existing 2011 no build, existing 2011 build (with roadway improvements) and three future ' land use development scenarios. Each development scenario contains a mixture of residential and commercial uses as well as a transit center and open space. ' The future land development will have a significant impact on the operations of intersections in the project area. The increased trips from development scenarios were used to forecast future traffic volumes and evaluate traffic operations on the roadway ' system within the study area. The existing 2011 no-build conditions were analyzed to determine the current level of operations of the study area and to set a baseline in determining what future roadway improvement are needed and when they maybe required. The results concluded that the ' intersections on TH 10 / 169 currently experience operational issues during both the AM and PM peak hours and that with any development some level of improvements will be required. In order to determine when a third lane on TH 10 / 169 and (or) an interchange at Twin Lakes Parkway would be required, the existing traffic volumes were analyzed assuming the future roadway network. Assuming a straight line growth in traffic from existing conditions TH 10 / 169 will require either the third lane or interchange by 2015 for Scenario 1 and 2013 for Scenario 2 or 3. If the third lane is construction the interchange would be needed by 2023 for Scenario 1, 2019 for Scenario 2 or 2017 for Scenario 3. For the 2031 build condition for each scenario it was assumed that an interchange would be constructed at TH 10 / 169 and Twin Lakes Parkway. Based on the level of development and the analysis for each scenario, three intersections on Twin Lakes Parkway (168th Avenue, Wilson Street and 171St Lane) could have approaches with Level of Service at or below acceptable levels, assuming a side street stop traffic control. If a roundabout or traffic signal is installed at the Twin Lakes Parkway and 168th Avenue in all three scenarios, the operations would improve to an LOS C. The Twin Lakes Parkway City of Elk River Draft Alternative Urban Areawide Review July 2011 Page 7 of 84