2007-11-28 CC Packet - Laserfiche WebLink

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Jane Rose Jack Corkle October 16, 2007 Page 2 BackgroundGro~h . A yearly growth rate of 2.4 percent was used to account for background growth in the area. It was documented that this percentage corresponds to the most recent County State Aid factor used by Mn/DOT. This amount of background growth seems reasonable based on the CSAH 14 forecasts developed by SRF for the 2030 regional access alternatives in the CSAH 14 (I-35W to I-35E) Study. It is important to note that when considering "full build" ofthe area, i.e. future development of the parcels adjacent to the proposed northerly crossing of Peltier Lake or the proposed interchange areas, the ADT for the roadway network increases significantly, resulting in a yearly growth rate ranging between five and six percent. However, this was identified for long-term planning purposes and is considered beyond the scope of this study. · A cursory review of the future 2030 no-build traffic volumes was completed to compare to existing volumes. Using a 2.4 percent yearly growth rate between existing and 2030 no build volumes, the no build numbers appear low, resulting in closer to two-percent yearly growth. Directional Distribution . The directional distribution that was used for the proposed development is shown in Figure 21-5. As shown, 65 percent of the trips are routed to/from the east on I-35E and east of the interchange, which indicates a regional trip distribution. It is assumed that this distribution was used for all proposed uses (i.e. residential, office and retail). Generally, directional distribution varies based on the land use type. For example, retail development typically has a "local" draw and residential and office uses have a "regional" trip draw during the peak periods. . In the CSAH 14 Study that was completed by SRF Consulting Group in 2004, seven construction alternatives were conceptualized for Main Street (CSAH 14) in the surrounding area. The detailed traffic operations analysis that was completed for the study (Option 5A) consists of two additional regional accesses, one at CSAH 14/I-35W and the other at 80th StreetlI-35E. It does not appear that the Centerville EA W Traffic Study took any future changes to the regional roadway system into account. Changes in regional access would likely change the directional distribution, and the overall affect on the adjacent intersections. Operations/Capacity . The Centerville EA W traffic analysis indicates that all intersections are currently operating at an acceptable level of service during the peak periods. In fact, the worst operations were found at the intersection of CSAH 14/20th A venue with a LOS C during the p.m. peak hour.