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<br />1 <br /> <br />~ <br />I <br />1 <br />-1 <br />1 <br />] <br />1 <br /> <br />. <br /> <br /> <br />I <br />I <br /> <br />1 <br /> <br />.e <br />I <br />I <br /> <br />1. <br /> <br />Re-analyze total traffic generated by development based on the most <br />current site plan. <br /> <br />New trip generation analysis was conducted on the latest site plan. A total <br />of 3,505 trips are generated in a weekday p.m. peak hour, compared to <br />3,752 trips generated by the development in the original Traffic Impact Study <br />prepared in January 1993. This represents a reduction of approximately 65 <br />percent. These numbers include internal trips within the development, as <br />well as pass-by and diverted link trips. Pass-by trips are vehicles already on <br />the perimeter road system which chose to stop while diverted link trips are <br />those which would normally be on other parts of the City's roadway system, <br />such as TH 10, but chose to divert their trip to the site to access the <br />commercial businesses there. <br /> <br />,\ <br /> <br />2. <br /> <br />Re-analyze distribution of traffic entering and exiting the site considering <br />market-based distribution. <br /> <br />Trip distribution was redone with specific attention given to the locations of <br />residential and commercial/industrial populations and the predominance of <br />the work-to-home trip in the p.m. peak hour. Consideration was also given <br />to distribution of diverted link trips. Exhibit 1 shows the distribution of p. m. <br />peak hour trips from the new analysis. The left turn movement from <br />northbound TH 169, which was questioned at the previous Public Hearings, <br />increased from 511 to 607. It should be noted that the distribution of traffic <br />shown on Exhibit 1 is based on a weekday p.m. peak. This was done to <br />keep all information on a "apples to apples" basis. As the analysis reviewed <br />geometric improvements necessary to the City's infrastructure to <br />accommodate this additional traffic, all areas that intersected with TH 169 <br />were also reviewed, using a Friday p.m. peak traffic distribution to ensure <br />that they could accommodate the additional vehicles. The Friday TH 169 <br />traffic count was previously provided by MnDOT. <br /> <br />3. Analyze all adjacent intersections as outlined in the Planning <br />Commission public hearing minutes to detennine Level of Service (LOS) <br />prior to the development of the site, and identify improvements needed <br />to maintain the same level of service after development. <br /> <br />School Street at Jackson A venue <br /> <br />Prior to the development, this four-way stop controlled intersection operated <br />at LOS C in the late afternoon peak hour. To maintain LOS C after the <br />development, it will be necessary to provide four driving lanes on each leg <br />of the intersection, so that each approach has a thru/left turn lane and a <br />thrulright turn lane. Signalizing the intersection, given the existing traffic <br />plus full development of Elk Park Center, would provide LOS B. Exhibit <br />2 shows this intersection with the necessary improvements to maintain LOS <br />C after development. <br /> <br />152.0901.dec <br /> <br />-2- <br /> <br />230-152-10 <br />