12/12/2007 P&Z Packet - Laserfiche WebLink

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Main Street Village page 7 vehicles entering site during weekday PM peak hour source: Westwood Professional Services The count for vehicles entering the site are not the only factor to analyze. However, over half of the traffic entering the site in 2030 will enter via the bank road.. These data are important when looking at internal circulation routes and the potential for vehicles stacking out onto public roads. If the entire southern road and access are constructed with phase 1, these data likely will change for phase 1, but the phase 2 and 2030 data will not change. • After the initial S -curve on the slip ramp, there are two driveway intersection points on the entry road before it meets the road north of the bank. The first driveways are placed near the end of the slip ramp. The second driveway intersection is about 85' further south, and the road intersection is about 60' past the driveway. A fast food drive through, gas station, and car wash have important circulation needs in addition to normal retail parking. These needs must be met with safe access and circulation. The traffic analysis showed volumes at entry points. Additional analysis information was submitted in November showing turning counts within the development. Staff is considering this data in reviewing the circulation in this area of the project. During the concept review, staff suggests that the roadway be narrowed to 20' like the slip ramp itself and kept as one -way to the south as far as the second set of driveways. This would keep the traffic from Main St. flowing in one direction as far as the second set of driveways, allowing ample stacking distance before meeting vehicles traveling north. The applicant has responded that the one -way arrangement would not allow for trucks to access the buildings because trucks cannot make the turns into the southern driveways. They submitted several truck circulation drawings in November that show the proposed routes, but do not demonstrate that other routes are not feasible. In addition, one drawing seems to show that truck access through the southern driveway will work for the gas station. We are working with the applicant to resolve these issues. • The existing access road along the north side of the bank will become right- in/right -out in the foreseeable future. Otter Lake Road will be reconstructed in this area in order to accommodate future traffic, and at that time a median will be created. It is possible that Anoka County could require that the existing access be converted to right - in/out with this initial portion (phase one) of the project. Either way, the second, southern access on Otter Lake Road is a key element as it will be the primary access to the development area. This means we must know that the second access can be constructed. We received the geotechnical information (soil borings) for this, and it is possible to build the new access route. The specific timing of the construction of the second access in relation to the phase 1 phase 2 2030 slip ramp entrance 189 189 189 46% 36% 23% bank road entrance 220 187 473 54% 35% 58% southern entrance 0 154 154 29% 19% source: Westwood Professional Services The count for vehicles entering the site are not the only factor to analyze. However, over half of the traffic entering the site in 2030 will enter via the bank road.. These data are important when looking at internal circulation routes and the potential for vehicles stacking out onto public roads. If the entire southern road and access are constructed with phase 1, these data likely will change for phase 1, but the phase 2 and 2030 data will not change. • After the initial S -curve on the slip ramp, there are two driveway intersection points on the entry road before it meets the road north of the bank. The first driveways are placed near the end of the slip ramp. The second driveway intersection is about 85' further south, and the road intersection is about 60' past the driveway. A fast food drive through, gas station, and car wash have important circulation needs in addition to normal retail parking. These needs must be met with safe access and circulation. The traffic analysis showed volumes at entry points. Additional analysis information was submitted in November showing turning counts within the development. Staff is considering this data in reviewing the circulation in this area of the project. During the concept review, staff suggests that the roadway be narrowed to 20' like the slip ramp itself and kept as one -way to the south as far as the second set of driveways. This would keep the traffic from Main St. flowing in one direction as far as the second set of driveways, allowing ample stacking distance before meeting vehicles traveling north. The applicant has responded that the one -way arrangement would not allow for trucks to access the buildings because trucks cannot make the turns into the southern driveways. They submitted several truck circulation drawings in November that show the proposed routes, but do not demonstrate that other routes are not feasible. In addition, one drawing seems to show that truck access through the southern driveway will work for the gas station. We are working with the applicant to resolve these issues. • The existing access road along the north side of the bank will become right- in/right -out in the foreseeable future. Otter Lake Road will be reconstructed in this area in order to accommodate future traffic, and at that time a median will be created. It is possible that Anoka County could require that the existing access be converted to right - in/out with this initial portion (phase one) of the project. Either way, the second, southern access on Otter Lake Road is a key element as it will be the primary access to the development area. This means we must know that the second access can be constructed. We received the geotechnical information (soil borings) for this, and it is possible to build the new access route. The specific timing of the construction of the second access in relation to the