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<br />. . <br /> <br />Hr. Tim Nelson <br /> <br />-5- <br /> <br />Apr i I 30. 1 987 <br /> <br />Route/Location <br /> <br />Percent of Trips <br />to/From Everest <br />OFFice Plaza <br /> <br />Hamline Ave.. north of County Rd. B-2 <br />County Rd. B-2. west of Haml tne Ave. <br />County Rd. B-2, east of Hamline Ave. <br />T.H. 36. west of Hamline Ave. <br />T.H. 36, east of' Hamline Ave. <br />Commerce St.. west of T.H. 36 ramps <br />County Rd. B, west of Hamline Ave. <br />Hamline Ave.. south of County Rd. B <br />County Rd. B, east of Hamline Ave. <br />Total <br /> <br />10 <br />7 <br />3 <br />23 <br />23 <br />2 <br />13 <br />10 <br />9 <br />100 <br /> <br />Applying the preceding trip generation and trip distribution <br />results, the p.m. peak hour development trips were assigned <br />to the roadway system. The results are shown in Figure 2 in <br />terms or the existing and post-development p.m. peak hour <br />volumes at each of the four key intersections on Haml tne <br />Ave. <br /> <br />TRAFFIC ANALYSIS <br /> <br />The trafFic implications of the development have been <br />assessed relative to three key points: <br /> <br />Capability of intersections on Hamline Ave. to accommo- <br />date the development traffic <br /> <br />TrafFic saFety <br /> <br />Traffic operations within the site <br /> <br />In addressing the above three points. it is important to <br />understand the relationship of the development to the nearby <br />street system. As shown in Figure 3. all access for the <br />development would be provided via two curb cuts on Hamline <br />Ave. - major access at the Commerce Street intersection and <br />secondary access at the Sandhurst Dr. intersection. These <br />two access points would replace the eight curb cuts that <br />presently are provided along the site frontage on Hamline <br />Ave.. The deve lopment wou I d have no direct access to <br />Del 1 wood Ave. or other neighborhood streets to the east. <br />