HomeMy WebLinkAbout2013-11-06 PACKET 08.C.REQUEST OF CITY COUNCIL ACTION COUNCIL AGENDA
MEETING ITEM # �
DATE 11/06/13
.
PREPARED BY: Community Development Jennifer Levitt
ORIGINATING DEPARTMENT STAFF AUTHOR
******�********�********�******�****************
COUNCIL ACTION REQUEST
Consider conditionally approving a site plan to allow for the construction of a new 12,500 square
foot retail building for G-Will Liquors to be built on 1.641 acres, which is generally located
south of 80th Street and west of Hadley Avenue.
STAFF RECOMMENDATION
Adopt a resolution approving a site plan to allow for the construction of a new 12,500 square foot
retail building for G-Will Liquors to be built on a 1.641 acre commercial parcel identified as Lot
1 Block 1, PHS/Cottage Grove Inc.
ADVISORY COMMISSION ACTION:
�1 ' '
SUPPORTING DOCUMENTS
DATE REVIEWED APPROVED DENIED
10/28/13 ❑ � ❑
� MEMO/LETTER: Memo from John M. Burbank dated 10/31/13
� RESO�UTION: Draft 1- Site Plan approval
❑ORDINANCE:
❑ ENGINEERING RECOMMENDATION:
❑ LEGAL RECOMMENDATION:
� OTHER: Excerpt from unapproved 10/28/13 Planning Commission meeting
8X10 plan set -9-28-13
Traffic Study —Spack Consulting
ADMINISTRATOR'S COMMENTS:
/ I /
City Administrator Date
*�*******�***********�*****�***�****************
COUNCIL ACTION TAKEN: ❑ APPROVED ❑ DENIED ❑ OTHER
Cottage
J Grove
� Pride and P�OSperity Meet
TO:
FROM:
DATE:
RE:
Mayor and Members of the City Council
Ryan Schroeder, City Administrator
John M. Burbank, Senior Planner
October 31, 2013
Rademacher Companies- G-Will Store Site Plan
Proposal
Grant Rademacher, Rademacher Companies, has applied for a site plan review of a new
12,500 square foot retail building for G-Will Liquors to be built on 1.641 acres in Norris Market
Place, which is generally located south of 80th Street and west of Hadley Avenue. The location
map of the proposed retail building site and the site plan detail are shown below.
Location Map
Planning Commission
The Planning Commission reviewed the application
2013. No one spoke against the application. The
proposed building and access location will require tr
plan upon additional development. The Commission
approval of the Site Plan.
at their regular meeting on October 28,
Planning Commission identified that the
e reconfiguration of the PDO site master
unanimously recommended (8 to 0) the
Honorable Mayor, City Council, and Ryan Schroeder
G-Will Site Plan SP13-031
November 6th, 2013
Page 2 of 18
Background
Pending Applications
The proposed application is related to Planning Case PP013-032 and FP013-032, which are the
applications related to the plating of the developing property. Positive action on those
applications is required for further action on this application. The Planning Commission was only
asked to make a recommendation on the preliminary plat and the site plan review, and the City
Council be requested to take action on those applications plus the final plat application. The
EDA will be reviewing the items related to the sites development agreement amendment prior to
December of this year.
Planning Considerations
Proposed Site Plan
Honorable Mayor, City Council, and Ryan Schroeder
G-Will Site Plan SP13-031
November 6th, 2013
Page 3 of 18
Existing Conditions
The site is currently vacant and has been since the redevelopment of the parent property for the
Norris Square Senior Housing project in 2007. The existing site detail is shown below.
Comprehensive Plan — Future Land Use Designation
The future land use map in the City's Future Vision 2030 Comprehensive Plan shows this prop-
erty with a commercial land use designation. This land use designation is consistent with the
zoning classifications.
Existing Conditions
Excerpt from the Future Land Use Map — Future Vision 2030 Comprehensive Plan
Honorable Mayor, City Council, and Ryan Schroeder
G-Will Site Plan SP13-031
November 6th, 2013
Page 4 of 18
Zoning
This parcel is currently zoned Retail Business District (B-2) with a Planned Development Over-
lay (PDO). The B-2 District is for retail sales and service types of businesses. The proposed re-
tail store is consistent with the B-2 zoning classification, and off-sale liquor in buildings greater
than 3,001 square feet is a permitted use in the underlying zoning. The PDO zoning approval
requires site plan review for additional development that is in conformance with the approved
site master plan. An excerpt from the City's Official Zoning Map showing the zoning districts
surrounding the subject property is included below.
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The proposed site is in conformance with the master site plan approved with the Planned De-
velopment Overlay. The building and off-street parking and other site development items pro-
posed comply with the B-2 zoning district's minimum development standards. The plan set date
for this review is October 28, 2013. Modifications to this set will may be necessary prior to the
issuance of any building permit on the site.
Existing Planned Development Overlay Site Plan
The approved PDO Development Plan for the site is included below. It includes final approval
for construction of 33,600 square feet of retail and restaurant space, preliminary zoning approval
Honorable Mayor, City Council, and Ryan Schroeder
G-Will Site Plan SP13-031
November 6th, 2013
Page 5 of 18
of a 36,000 square foot two story medical/office building, and the preliminary zoning approval of
4,600 square feet for a stand-alone restaurant.
Proposed Development Plan
The applicant is requesting site plan approval to construct a 12,500 square foot retail building on
the northeast corner of the site. This is the former location of the BP Gas Station and Goodyear
automotive buildings.
Approved 2006 Master Site Plan
Honorable Mayor, City Council, and Ryan Schroeder
G-Will Site Plan SP13-031
November 6th, 2013
Page 6 of 18
Site Plan
Commercial vehicles accessing the loading docks will enter the two-way access drive and back
into the loading dock area located on the northwest side of the building. A truck turning analysis
was submitted with the application materials and is detailed below.
Truck Turning Pattern
Honorable Mayor, City Council, and Ryan Schroeder
G-Will Site Plan SP13-031
November 6th, 2013
Page 7 of 18
The City's Technical Review Committee discussed the analysis diagram and noted that the ve-
hicles in the 5/5 parking stall stack would be impacted by the truck turning route. The Committee
recommended that the parking be redesigned and that the vehicles in the impacted spaces in
this area be protected with a curbed interior landscape island. The applicant was notified about
the Committee's recommendation, and has modified the plan as recommended.
Traffic/Access
Conflict Detail
The existing traffic study for the PDO was reviewed and updated based on the proposed use,
the site design, and the access location and spacing from 80th Street. No issues or level of ser-
vice problems were identified. Cross access agreements between the properties within the PDO
were required with the plating of the property.
Parking
The current site design identifies 63 parking spaces. This matches the City requirements of 1
space per 200 square feet of gross floor area. Based on the current inclusion in a PDO, the pro-
posed parking is also sufficient based on the shared parking identified in the approved master
plan for the site. The cross access and parking agreement required as a component of the PDO
approval is being required to be implemented with the platting of the property. A bike rack will be
required in the final parking design per City policy.
Honorable Mayor, City Council, and Ryan Schroeder
G-Will Site Plan SP13-031
November 6th, 2013
Page 8 of 18
Curbing is proposed along the southern portion of the site. This is in conflict with the approved
development plan which shows a shared parking field in this area. The applicant is proposing
the curbing to create a finished look to the site and to control traffic creep onto the parent parcel.
Based on the existing approved PDO development plan, curb cuts may be required in this area
lot to accommodate the cross parking per the approved plan upon future development of the
parent parcel. The responsibility for the removal of the costs associated with the future curb cuts
is being required to be detailed in the Private development agreements between the property
owners in the PDO.
Parking and Drive Detail
Curb Cut Area Detail
Honorable Mayor, City Council, and Ryan Schroeder
G-Will Site Plan SP13-031
November 6th, 2013
Page 9 of 18
Architectural Compliance
The detail below shows the proposed building elevations and the proposed architecture of the
site, which were designed to be harmonious with the existing Norris Square building.
The proposed elevations include a combination of windows and faux windows. Final design of
the faux windows needs to be reviewed and approved by the Community Development Depart-
ment. The plan also includes awnings over the windows and faux windows. The final arrange-
ment of the building on the site needs to have these awnings entirely on the applicant's property
without minimizing the design of the awning as detailed on plan sheet A3.1. Based on the
project being part of a Planned Development Overlay, it was recommended by the City's Tech-
nical Review Committee that the building should have additional architectural detail. The
applicant responded to this request and provided modified plans for the building elevations
which are detailed below. The changes included additional stacked stone surrounding the
entrance facade and building corners. The proposed exterior construction materials are in
conformance with the required ratios of finish material classes specified in the ordinance.
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Building Elevations
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Signage
The applicant is proposing wall signage as detailed on the building elevation details above.
Standard sign ordinance criteria are applicable with the exception that a free-standing monu-
ment or pylon is prohibited as restricted by the PDO approval.
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Lighting
Honorable Mayor, City Council, and Ryan Schroeder
G-Will Site Plan SP13-031
November 6th, 2013
Page 10 of 18
The light emission analysis was included in the submittal materials. The plan identifies confor-
mance to ordinance criteria. Modification of the future uses other than commercial land use may
require modification of lighting on the site. Decorative downward-directed goose neck wall
lighting is proposed on the building.
Loading Dock
The loading dock and refuse container is located on the north side of the building.
�igni �mission Hnaiysis rian
Honorable Mayor, City Council, and Ryan Schroeder
G-Will Site Plan SP13-031
November 6th, 2013
Page 11 of 18
Loading and Refuse Area
A screening wall adjacent to the loading dock was recommended and is on the latest
application submittal material. The detail below is a rendering of the proposed landscaping in
this area. The trash enclosure will be required to meet City perFormance standards including
footings and protection bollards.
Landscaping
The Technical Review Committee stated a concern over the lack of a landscaped buffer area
adjacent to the parking area south of the parcel. The group stated an understanding that the ap-
proved development plan does not have landscaping in this area, yet there would be the poten-
tial for overflow parking traffic and driving to creep onto the unimproved area of the parent
parcel lot even with the proposed curbing. The Committee identified two options as a solution.
The first was to plat an additional 20 feet in that area to provide landscaping and snow storage.
The second option was for the applicant to arrange for a temporary landscaping/snow storage
easement in this area until such time that the parent parcel develops further. The applicant was
advised of this concern and arranged for the easement option. They are proposing an irrigated
sodded area over an undulating berm in this 20-foot area. It is recommended that the
landscaping plan be accepted as proposed, with additional shrub and perennial landscaping
between the building and the sidewalk on the north side of the building, the required 20-foot
landscaping buffer along the southern property line, and the curbed interior parking islands. The
additional landscaping must be irrigated. The proposed landscaping plan for the project is
shown below with the additional required landscape areas highlighted.
Screening detail of loading dock from 80th Street
Honorable Mayor, City Council, and Ryan Schroeder
G-Will Site Plan SP13-031
November 6th, 2013
Page 12 of 18
Landscaping Plan
The project also triggers the development and landscaping and streetscaping of the common
plaza located In Outlot A of the plat on the corner of 80th Street and Hadley Avenue just east of
the site. This plaza is a component of the PDO approval. The current property owner is required
to address the plaza and streetscape design with the preliminary and final plat applications. A
copy of the original plaza design is shown below. The landscaping and streetscape
improvements are being coordinated with Rademacher Companies and PHS.
2006 Plaza Design
Honorable Mayor, City Council, and Ryan Schroeder
G-Will Site Plan SP13-031
November 6th, 2013
Page 13 of 18
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Original Street Scape Design Detail
Irrigation is required for all landscaped areas. The corner plaza and southern buffer area will be
temporarily irrigated by Rademacher Companies until such time as the parent parcel develops
further.
Honorable Mayor, City Council, and Ryan Schroeder
G-Will Site Plan SP13-031
November 6th, 2013
Page 14 of 18
Grading
Based on the previous redevelopment on the site, minimal grading is required.
Grading Plan
Honorable Mayor, City Council, and Ryan Schroeder
G-Will Site Plan SP13-031
November 6th, 2013
Page 15 of 18
Surface Water Management
The City Engineer has confirmed that the ponding created on the PDO site as a component of
the initial site development was adequately designed to accommodate the water volume, rate,
and quality management required for this project. Runoff is handled through a series of ponds
PDO Site Master Grading Plan
Honorable Mayor, City Council, and Ryan Schroeder
G-Will Site Plan SP13-031
November 6th, 2013
Page 16 of 18
and rain garden infiltration basins on the south side of the site. A benefit of the redevelopment
accomplished through this PDO was that it increased the overall green space on the site
compared to the old Cottage Square Shopping Center, and the management of the storm water
runoff from the site was drastically improved from previous levels. As a component of the PDO,
the Owner of Lot 1 Block 1, PHS Cottage Grove Inc. will have the responsibility for maintaining
the stormwater ponding and infrastructure off site of Lot 1 Block 1, PHS Cottage Grove. A
private development agreement will address the details of this required action.
Utilities
The subject property is within the Metropolitan Urban Service Area (MUSA). The current sani-
tary sewer and water services are served from City utility lines located north of the site in 80th
Street. Easements are required over all public utilities. Below is the proposed utility plan.
Utility Plan
Development Charges
The subdivision or development of commercial properties within the community triggers the re-
quirement for payment of area charges. For the 1.64-acre portion of the subdivision, the
required area charges are detailed in the table below. The area charges on the balance of the
property will be required at the time of additional subdivision or development of the property.
Honorable Mayor, City Council, and Ryan Schroeder
G-Will Site Plan SP13-031
November 6th, 2013
Page 17 of 18
The required area charges, and park dedication fees are detailed in the table above. The park
dedication, area charges, connection charges and sewer availability charges will be added to
the above grade building permit fee for the G-Will Building to be constructed on Lot 1 Block 1,
PHS Cottage Grove Inc. 2" Addition. �
Site Plan Review Notices
A public hearing is not required for site plans; however, public meeting notices were mailed to
16 neighboring property owners on October 16, 2013.
Summary
A. The proposed use is compliant with the City's Comprehensive Plan.
B. The proposed use is permitted under the current zoning classification and overlay for the
property.
C. The proposed development can be served by public utilities.
D. The surFace water management for the project meets State, Watershed District, and City
perFormance standards.
E. The proposed site plan is in compliance with the approved site master plan for the PDO.
F. The proposed construction materials are harmonious with the existing building in the PDO.
G. The proposed construction materials are compliant with the City's architectural control
ordinance.
H. The site is adequately parked and has the ability to park additional vehicles with a required
cross parking easement that will be required to be recorded.
I. The revised traffic study did not identify any negative impacts from the proposed use.
J. The revised traffic study did not identify any negative impacts from the proposed relocation
of the drive entrance on Hadley Avenue.
K. Private development agreements and easements will be required between the all properties
within the PDO.
Honorable Mayor, City Council, and Ryan Schroeder
G-Will Site Plan SP13-031
November 6th, 2013
Page 18 of 18
L. To address some title work issues related to the plat, the current property owner has
requested that resolution #83-138 which approved a conditional use permit for the former
gas station that used to be on the platting property be rescinded. The requested action
involves a public hearing, and will require the City Council to take a separate action on this
request. The public hearing for the request will be properly.noticed and scheduled for the
City Councils regular meeting on November 2p
M. The City will consider issuing a below grade building/grading permit prior to the release of
the plat for recording subject to all private agreements and sureties related to the early
release being in place and approved by the property owner.
Recommendation
The Planning Commission recommend that the City Council adopt a resolution approving a site
plan to allow for the construction of a new 12,500 square foot retail building for G-Will Liquors to
be built on a 1.641 acre commercial parcel identified as Lot 1 Block 1, PHS/Cottage Grove Inc.
RESOLUTION NO. 2013-XXX
RESOLUTION APPROVING THE SITE PLAN FOR A NEW 12,500 SQUARE FOOT RETAIL
BUILDING FOR G-WILL LIQUORS TO BE BUILT ON A 1.641 ACRE COMMERCIAL
PARCEL IDENTIFIED AS LOT 1 BLOCK 1, PHS/COTTAGE GROVE INC. 2 ADDITION
WHEREAS, Rademacher Companies have applied for approval of a site plan to allow for the
construction of a new 12,500 square foot retail building for G-Will Liquors to be built on a 1.641
acre commercial parcel of property legally described as:
Lot 1 Block1, PHS/Cottage Grove, Inc. 2� Addition, Cottage Grove Washington County
Minnesota,
WHEREAS, On November 6 2013, the Cottage Grove City Council approved the
preliminary and final plats creating the lot described above; and
WHEREAS, the property described above is included in an approved Planned Development
Overlay (PDO); and
WHEREAS, the proposed use is was found to be in compliance with the approved land use
for the described property; and
WHEREAS, the proposed use was found to be in compliance with the approved zoning for
the described property; and
WHEREAS, the proposed Site was found to be in compliance with the approved PDO
Master Site Plan for the described property; and
WHEREAS, public hearing notices were mailed to surrounding property owners within
500 feet of the proposed development site and a public hearing notice was published in the
South Washington County Bulletin; and
WHEREAS, the Planning Commission held the public hearing on this application on
October 28, 2013; and
WHEREAS, the public hearing was open for public testimony and testimony from the appli-
cant and the public was received and entered into the public record; and
WHEREAS, the Planning Commission by an 8-to-0 vote, recommended to the City
Council the approval of the of a site plan to allow for the construction of a new 12,500 square foot
retail building for G-Will Liquors to be built on a 1.641 acre commercial parcel of property legally
described above:
NOW, THEREFORE, BE IT RESOLVED, that the City Council of the City of Cottage
Grove, Washington County, Minnesota, hereby approves the site plan to allow for the
construction of a new 12,500 square foot retail building for G-Will Liquors to be built on a 1.641
acre commercial parcel of property legally described above, subject to the following conditions:
Resolution No. 2013-XXX
Page 2 of 4
All applicable permits (i.e.; building, electrical, grading, mechanical) and a commercial plan
review packet must be completed, submitted, and approved by the City prior to the com-
mencement of any construction activities. Detailed construction plans must be reviewed
and approved by the Building Official and F'ire Marshal.
2. The applicant receives appropriate building permits from the City of Cottage Grove prior
to construction.
3. The area charges, connection charges, park dedication and related development fees
and charges in the amount of $44,326.70 will be added to the above grade building
permit fee.
4. The cross access, landscaping and parking agreement required as a component of the
PDO approval shall be recorded with Washington County after approval by the Commu-
nity Development Department.
5. The annual liquor license shall be updated for the new location.
6. Final drainage plans must be submitted to the South Washington Watershed District for
review.
7. The final revised landscape plan shall be submitted to the Community Development
Department for review and approval.
8. Irrigation shall be provided for all sodded and landscaped areas, including to the back of
curb and the curbed landscaped island interior to the parking lot. The irrigation system shall
consist of an underground sprinkling system that is designed by a professional irrigation
installer to meet the water requirements of the site's specific vegetation. The system shall
be detailed on the final landscape plan. The irrigation plan shall include the temporary
irrigation connection of the Norris Marketplace plaza.
9. Installation of landscaping shall occur in a timely fashion and be consistent with an ap-
proved plan. A letter of credit in the amount of 150 percent of the landscape estimate
shall be submitted to the City as required by City ordinance. The financial guarantee shall
be in effect for one year from the date of installation to ensure the installation, survival,
and replacement of the landscaping improvements.
10. Prior to the issuance of the above grade building permit for this site, the final PDO corner
plaza design, which includes monument signage, landscape plantings, decorative
concrete, ornamental benches, City light poles and heads, and banners, shall be
approved by the Community Development Department, and all required permits and
financial sureties must be in place.
11. Concrete aprons for all private access drives shall be constructed per City requirements.
12. All site lighting must meet City Code requirements. All light fixtures must be downward
directed with cut-offs. The specifications of all light fixtures must be provided with the ap-
plication for an above grade building permit.
Resolution No. 2013-XXX
Page 3 of 4
13. Final architectural plans, lighting details, and exterior construction materials and colors
must be reviewed and approved by the Planning Department prior to the issuance of an
above grade building permit.
14. The grading and erosion control plan for the site must comply with NPDES II Permit re-
quirements. Erosion control devices must be installed prior to commencement of any
grading activity. Erosion control must be perFormed in accordance with the recommended
practices of the "Minnesota Construction Site Erosion and Sediment Control Planning
Handbook" and the conditions stipulated in Title 10-5-8, Erosion Control During
Construction, of the City's Subdivision Ordinance. The Applicant shall be responsible for
the costs for the City to inspect the site in relation to erosion control conformance.
15. The applicant must provide the City with an as-built survey of all private utilities in
electronic format including .dwg prior to issuance of certificate of occupancy.
16. All mechanical equipment screening and trash enclosures must include a combination of
block and brick, consistent with the principal building.
17. The landscaping, irrigation, snow removal and maintenance improvements of Outlot A
shall be the responsibility of Lot 2 Block 1, PHS/Cottage Grove, Inc. 2 nd Addition.
18. A bike rack will be required in the final parking design per City policy.
19. Storm sewer pipe must be reinforced concrete pipe (RCP)
20. Parking lot light poles shall be installed within a landscaped and curbed island.
21. The property address shall be 6999 80th Street South.
22. The applicant is required to comply with the recommendations cited in the engineering
letter dated September 19, 2013 from Ryan Burfeind.
23. The applicant is responsible for removing debris from Hadley Avenue and 80th Street
during their grading and construction process. These streets shall be swept clean daily or
as needed.
24. The property owner of Lot 1 Block 1 PHS/Cottage Grove, Inc. 1st Addition is responsible
for maintaining the stormwater basin. A document outlining the scope and frequency to
maintain this basin must be submitted with the above grade building permit application.
25. The design and materials of any fencing on the subject property must match the speci-
fications of the Montage Commercial Majestic 3/4 - Rail Fence. A fence is required along
the higher elevation of a retaining wall that is four feet or higher.
26. A"STOP" sign shall be installed at each exit drive. Each sign shall be ten feet from the
roadway edge and two feet from the driveway edge. The bottom of the sign shall be six
feet from the ground. The "STOP" sign shall be a 30-inch sized sign having a high inten-
sity face. Said sign shall be mounted on a 6-foot — No. 3 and 8-foot — No. 2 steel post.
Resolution No. 2013-XXX
Page 4 of 4
The applicant may request the City's Public Works Department to install said "STOP"
signs, but must reimburse for actual costs incurred by the City.
27. Roof-top mechanical units shall be screened as required in 11-6-4 of the City's Zoning
Ordinance.
28. The exterior color of the truck delivery overhead doors shall be a color that is similar and
complimentary to the color scheme for the exterior walls of the building.
29. The design of the awning shall match the details on Plan sheet A3.1.
30. Prior the issuance of the buildings certificate of occupancy, the applicant shall sign the
required minimum valuation agreement with the city.
31. A right-of-way permit shall be obtained prior to the completion of sidewalks, driveway
aprons or other improvements related to the development of the site.
32. The plat shall have been approved by Washington County for recording prior to the
release of any above grade building permit for the site.
Passed this 6th day of November 2013.
Myron Bailey, Mayor
Attest:
Caron M. Stransky, City Clerk
6.2 G-Will Liquors Building — Case SP13-031
Grant Rademacher, Rademacher Companies, has applied for a site plan review of a new
13,000 square foot retail building for G-Will Liquors to be built on a 1.641-acre lot in Norris
Marketplace, which is generally located south of 80th Street and west of Hadley Avenue.
Burbank summarized the staff report and recommended approval, based on the findings of fact
and subject to the conditions stipulated in the staff report.
The Applicant, Grant Rademacher with Rademacher Companies in Andover, Minnesota, stated
he'd had a good working experience with the City staff so far and there were a few issues still
outstanding but stated they'd like to have the Commission's approval to forward to the City
Council so they could get the project moving immediately, in the latter half of November.
Reese wanted to know if the building materials would be brick. Burbank replied it would be brick,
some stacked stone, some rock-based block around the middle, and a variety of different metals
as well as the windows. Reese asked if the majority of the building would be brick; Burbank
replied that yes, the areas in the darker brown were a face brick.
Reese wanted to know regarding the traffic access if this would be amended because it was
showing on Page 5 of the report there were truck-turning patterns with the trucks coming in off of
Hadley Avenue. Reese asked if the Hadley Avenue access was going to be closed. Burbank
replied that no, it was not, it was just going to be moved to the north.
Reese wanted to know regarding the building if there was the chance of having more of a stone
finish across the top just to make it look a little bit more finished. He stated it seemed to not have
an end to it; he liked the materials but stated it seemed to have an unfinished look to it. Burbank
replied the Applicant had provided additional stacked stone above the doorway and on one of the
corners.
Rediske had a question regarding the plaza. She stated she heard that it was privately owned but
stated it wouldn't be managed by the Applicant so was just curious as to who would be managing
it. Burbank stated the conditions of approval would require that the Applicant maintain it until such
time that PHS develops it. It would be maintained and irrigated and those were some of the things
they were trying to fine tune but it would be privately maintained. Rediske asked if that was for the
short term and not the long term; Burbank said long term it would still be privately maintained with
public access to it.
Brittain had concerns with the door that was typically in front of the trash enclosure and in the past
stated materials that had been used for that hadn't been maintenance free. He asked what the
City's requirements were for that and if they'd moved to more of a maintenance free for the doors
in front of the enclosures or what that could be. Burbank stated they were requiring composite
materials so they wouldn't break up, like cedar wood and other things had, so the opening could
be screened and typically they're seeing composite-material boards going in there.
Rostad opened the public hearing. No one spoke. Rostad closed the public hearing.
Reese asked if Burbank would let the developer discuss the stone. Rademacher advised the
stone was a 30% increase over the spec brick. He said that they had a budget to maintain on this
building and they'd already exceeded it. Rademacher stated they'd done as much as they felt they
could afford in their best effort to match the PHS development.
Brittain made a motion to approve. Rediske seconded.
Reese asked if just that plat would be a paved surFace. Burbank stated that was correct and just
that site was developing, which led to his discussion about the curb cuts on the southern part of
the parking lot. They were requiring curbing along the southern portion of the parking lot to 1)
Keep traffic from going onto the vacant parcel, �nd 2) To have a landscaping opportunity to soften
that site so it's not just an undeveloped parcel. Reese asked if there was landscaping going in
immediately behind that; Burbank replied affirmatively. Reese asked if there was a curb cut there
that kind of led back to where the overflow parking for Presbyterian Homes tended to go. Burbank
replied affirmatively.
Motion passed unanimously (8-to-0 vote).
C � VYILL LIQUORS
�SITE CONSTRUCTIOI�I PLANS�
COTTAGE GROVE, MII�INESOTA
% 41YY �.
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SFIEET INIJEX
C1. COVEft SHEEf
C2 DaSTING CONOIiIONS @ REMOVALS
C3. SITE PLAN
C4. CRADINC & EfE0510N CoNiROL PLAN
C5. STORMWATER POLLUiION PREVENTION PLAN
C6. UTILITY PLAN
C7. DETAILS
C& DETAILS
L1. LANDSCAPE PLAN
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THE TRAFFIG STUDY GQMPANY
Technical Memorandum
To: lohn Mehrkens, Senior Housing Partners
From: Mike Spack, P.E., P.T.O.E.
Date: July 31, 2013
Re: Traffic Review of Norris Marketplace Revised Development Plan
Spack Consulting prepared a Traffic Impact Study in 2007 for the proposed Norris Marketplace
development in Cottage Grove, MN. That 73,000 square foot development was not built and Senior
Housing Partners is proposing to build a 13,315 square foot GWill liquor store (see attached
development concept plan). Based on the analyses in this technical memorandum, it is recommended
the attached development plan be built and no improvements be made to the adjacent transportation
network.
Traffic Generation
A trip generation analysis was performed for the proposed site based on the methods and average
rates published in the Institute of Transportation Engineers (ITE) Trip Generation Manual, 9 Edition.
The ITE Trip Generation Manual is a compilation of traffic data from existing developments throughout
the United States. This analysis treats the liquor store as a general shopping center use since no data
is available for liquor stores. The results of the analysis are shown in Table 1.
Table 1— Vehicles Ente
820 � Proposed Liquor Store (13,315 sq ft)
Original Development Plan From
Table 4.1 of 2007 Traffic ImpactStudy
��'�E?
1788 I 1788 I 166
5 I 24 I 26
94 I 149 I 173
Net Change �-1503 �-1503 �-158 �-89 �-125 �-147
The proposed plan will generate significantly less traffic than the Norris Marl<etplace development
proposed in 2007.
Traffic Analvsis
The Institute ofTransportation Engineers' Transportation ImpactAnalyses forSite Development report
recommends a detailed traffic impact study be done for developments generating 100 or more new
trips in a peak hour. That is the threshold where development traffic may adversely impact the
transportation system and intersection operations should be analyzed. Traffic generated by the
proposed development is expected to generate 78 vehicle trips in the peak hour. Therefore a full
revision to the Traffic lmpact Study is not recommended,
The 2007 Traffic Impact Study found the existing roadway network to be adequate for the proposed
Norris Marketplace development plan and no mitigation measures were recommended. These
findings are still valid since the new development plan will generate approximately 75% less traffic
than the 2007 development plan.
Spack Consulting Traffic Review 2 of 2 Senior Housing Partners — Cottage Grove, MN Site
The attached plan has the northern driveway on Hadley Avenue located approximately 200 feet south
of Grange Boulevard. The micro-simulation analyses contained in the 2007 Traffic ImpactStudyfound
a maximum northbound queue on Hadley Avenue approaching Grange Boulevard to be 169 feet long.
Given these previous calculations and the proposed site now generating significantly less traffic, the
proposed Hadley Avenue driveway will provide adequate intersection spacing located 200 feet south
of Grange Boulevard.
//
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P E:rn�"crv ciu o�nne
5%P PK4NOw�ee
Fnf�tmnawioi
COnA
SITE CONCEPT
PLAN
COTfAGE GROVE,
MINNESOTA
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SRECONCEPTPLAN ]1J111�
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THE TRAFfIC STUDY�COMPANY
Traffic Im act Stud
p Y
Norris l��Iarket lace
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Cottage Grove, MN
-Draft-
I hereby certify that this report was prepared by me
or under my direct supervision, and that I am a duly
Licensed Professional Engineer under the laws of
the State of Minnesota.
By:
Michael P. Spack, P.E,
License No. 40936
Date:
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TABLE OF CONTENTS
1. Introduction and Summary ........................................................1
2. Proposed Development ............................................................. 2
3. Analysis of Existing Conditions ............................................... 5
4. Projected Traffic ...............................................................:.......11
5. Traffic and Improvement Analysis .......................................... 24
6 . Conclusions ..............................................................................26
7. Recommendations ................................................................... 26
8. Appendix ...................................................................................27
LIST OF FIGURES
Figure — Location Maps ................................................................................3
Figure — Site Plan ........... ...........................................................................4
Figure 3.1 — Existing Lanes & Traffic Control ...................................................7
Figure 3.2 — Existing A.M. Peak Hour Traffic Volumes ....................................8
Figure 3.3 — Existing P.M. Peak Hour Traffic Volumes ....................................9
Figure 3.4 — Existing Daily Traffic Volumes ....................................................10
Figure 4.1 — Trip Distribution ...........................................................................14
Figure 4.2 — A.M. Peak Haur Traffic Volumes Due to Development .............15
Figu�e 4.3 — P.M. Peak Hour Traffic Volumes Due to Development ..............16
Figure 4.4 — Daily Traffic Volumes Due to Development ...............................17
Figure 4.5 — 2009 A.M. Peak Hour No-Build Traffic Volumes ........................18
Figure 4.6 — 2009 P.M. Peak Hour No-Build Traffic Volumes ........................19
Figure 4.7 — 2009 Daily No-Build Traffic Volumes ..........................................20
Figure 4.8 — 2009 A.M. Peak Hour Build Traffic Volumes ..............................21
Figure 4.9 — 2009 P.M. Peak Hour Build Traffic Volumes ..............................22
Figure 4.10 — 2009 Daily Build Traffic Volumes ..............................................23
LIST OF TABLES
Table 3.1 — Existing Level of Service (LOS) ......................................................6
Table 4.1 — Forecast Trip Generation ..............................................................13
Table 5.1 — 2009 No-Build Level of Service (LOS) ..........................................24
Table 5.2 — 2009 Build Level of Service (LOS) ................................................25
Norris Marketplace i Cottage Grove, MN
Traffic Impact Study May 2007
1. Introduction and Summary
a. Purpose of Report and Study Objectives
VSI Construction is proposing to build a mixed use development
called Norris Marketplace on the sauthwest carner of Hadley
Avenue and Grange Boulevard in Cottage Grove, MN. The
development is proposed to contain approximately 36,000 square
feet of office/medical clinic space and 37,000 square feet of
commercial/retail space. The purpose of this report is to determine
if traffic from this proposed development will significantly impact the
adjacent transportation system.
The study objectives are:
i. To determine how the Hadley Avenue and Grange
Boulevard corridors currently operate near the site.
ii. To determine how the Hadley Avenue and Grange
Boulevard corridors will operate in the future if the site is
built.
iii. To determine how the access intersections into the Norris
Marketplace site will operate if the site is built.
iv. To determine if the Norris Marketplace driveway will have a
negative impact on the senior housing driveway planned on
Hadley Avenue immediately south of Norris Marketplace.
v. Recommend improvements if needed.
b. Executive Summary
VSI Construction is proposing to build a mixed use development in
Cottage Grove, MN. The site is proposed to have access from one
full movement intersection on Grange Boulevard and one full
movement intersection on Hadley Avenue. VSI Construction staff
anticipates full occupancy of Norris Marketplace by 2009.
City staff has requested that a traffic study be completed to
determine the tra�c impacts of the new construction on the
adjacent roadways. The intersections studied are:
• Grange Boulevard/proposed western site access
• Hadley Avenue/Belden Boulevard
• Hadley Avenue/Holiday Gas Station access
• Hadley Avenue/mall access north of Grange Boulevard
• Hadley Avenue/Grange Boulevard
• Hadley Avenue/proposed southern site access
• Hadley Avenue/proposed northern Senior Housing access
• Hadley Avenue/proposed southern Senior Housing access
Norris Marketplace 1 Cottage Grove, MN
7'raffic Impact Study May 2007
The principal findings of this study are:
i. All of the study intersections and study roadway corridors
currently operate acceptably at Level of Service C or better.
ii. All of the study intersections and study roadway corridors will
operate acceptably at Level of Service C or better after
Norris Marketplace is fully operational.
iii. No physical improvements are necessary to accommodate
the traffic generated by Norris Marketplace and the senior
housing development.
To adequately mitigate the traffic impacts of the proposed
development, the following improvements are recommended:
i. The traffic signal timing should be adjusted to account for the
changed traffic patterns at the Hadley Avenue/Grange
Boulevard intersection. This should be done based on new
traffic counts taken after the senior housing development
and Norris Marketplace are fully operational.
2. Proposed Development
a. Site Location
The proposed site is located on the southwest corner of Hadley
Avenue and Grange Boulevard in Cottage Grove, MN. See Figure
2.1 for a location map.
b. Land Use and lntensity
The new site is proposed to have the following uses contained in
four new buildings:
• Office space totaling 18,000 square feet
� Medical Clinic space totaling 18,000 square feet
� Grocery Store space totaling 17,600 square feet
• High Turnover Restaurant spacs totaling 7,300 square feet
• Specialty Retail space totaling 7,500 square feet
• Fast Food Restaurant space totaling 4,600 square feet
The site was previously occupied and the existing structures are
being demolished for the redevelopment. There are no uses
currently generating tra�c on the site.
c. Concept Plan
See Figure 2.2 for the proposed concept plan.
d, Development Phasing and Timing
This study assumes full occupancy of all new facilities in 2009.
Norris Markeiplace 2 Cottage Grove, MN
Traffic Impact Study May 2007
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3. Analysis of Existing Conditions
a. Physical Characteristics
Access ta Norris Marketplace is proposed to be provided from one
full movement intersection on Grange Boulevard and one full
movement intersection on Hadley Avenue. The site currently has
two access points from Grange Boulevard and two from Hadley
Avenue. Grange Boulevard is a local, four lane street with a 30
mph speed limit adjacent to the site. The through lanes on Grange
Boulevard are divided by a concrete median. Hadley Avenue is a
local, four lane street with a 3Q mph speed limit adjacent to the site.
Hadley Avenue north of Grange Boul�vard and Grange Boulevard
east of Hadley Avenue are designated as County State Aid
Highway 39. Existing traffic control, speed limits, and travel lanes
are shown on Figure 3.1 for each study intersection.
No improvements are planned for Hadley Avenue or Grange
Boulevard near the site.
Metro Transit serves the area with bus service. Route 364 stops at
the intersection of Hadley Avenue and Grange Boulevard adjacent
to the proposed site. This route picks up passengers in the
morning (to take to downtown St. Paul) and returns in the evening.
b. Traffic Volumes
The a.m. and p.m. peak hour turning movement counts were
conducted in 2007 at the study intersections (see Figures 3.2 and
3.3). The turning movement count data is contained in fifteen
minute intervals in the Appendix. The daily traffic volumes for the
area roadways are shown on Figure 3.4.
c. Level of Service
An intersection capacity analysis was conducted for the existing
intersections per the Highway Capacity Manual. Intersections are
assignad a"Level of Service" letter grade for the peak hour of traffic
based on the number of lanes at the intersection, traffic volumes,
and traffic control. Level of Service A(LOS A) represents light
traffic flow (free flow conditions) while Level of Service F(LOS F)
represents heavy traffic flow (over capacity conditions). LOS D is
considered acceptable in urban conditions.
The LOS results for the 2007 study hours are shown in Table 3.1.
These are based on the existing traffic control and lane
configurations as shown in Figure 3.1. The existing turning
movement volumes from Figures 3.2 and 3.3 were used in the LOS
Norris Marketplace 5 Cottage Grove, MN
Tra�c Impact Study May 2007
calculations. The signal timing at the Hadley Avenue/Grange
Boulevard traffic signal was approximated by optimizing the signal
timing. The LOS calculations were done using SYNCHRO
software.
Table 3.1 — Existing Level of Service (LOS)
, A.M. Peak P.M. Peak
Intersection Hour Hour
Hadle AvelBelden Blvd A A
Hadle Ave/Gas Station D A A
Hadle Ave/Mall D A A
Hadle Ave/Gran e Blvd C C
Gran e Blvd/Mall D A A
All of the study intersections currently operate acceptably at LOS C
or better during both the a.m. and p.m. peak hours.
d. Data Sources
The sources for the data sited above are:
• Turning movement counts — Traffic Data Inc.
• Roadway geometrics and traffic control — Spack Consulting
• Concept plan — VSl Construction
• Daily traffic volumes — Mn/DOT traffic flow maps
Norris Marketplace 6 Cottage Grove, MN
Traffic Impact Study May 2007
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Existing Lanes & Traffic Control
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■ 2005 Average Annual Daily
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source: MnlDOT Tmffic Fiow Maps
• 2007 Estimated Average Daily
Traffic Volumes (ten times p.m.
peak hourvolume)
4. Projected Traffic
a. Site Traffic Forecasfing
A trip generation analysis was performed for the site based on the
methods and rates published in the ITE Trip Generation Manual, 7
Edition. The a.m. and p.m. peak hour trip generation is for the "one
hour of adjacent street traffic," from 7-9 a.m. and 4-6 p.m.
respectively. A trip generation analysis was also perfarmed for the
adjacent senior housing building under construction immediately
south of the Norris Marketplace site. The resultant trip generation
for both sites is shown in Table 4.1.
The existing bus service does not lend itself to use by employees or
patrons of the proposed site. No reductions in trip generation were
taken for transit use.
Some of the customers who will visit Norris Marketplace are
currently using area roadways. Based on data contained in ITE's
Trip Generation Handbook, 2" Edition, a percentage of the trips
generated by each store are assumed to be diverted from the
current traffic volumes on nearby roadways into the development.
These are labeled pass-by trips in Table 4.1.
Some of the employees and customers who will visit the Norris
Marketplace stores will visit other businesses within the site. Based
on data contained in ITE's Trip Generation Handbook, 2" Edition, a
percentage of the trips generated by each store are assumed to
visit more than one store, the clinic, or the offices within the site.
These are labeled internal trips in Table 4.1.
The directional orientation of the generated traffic is shown in
Figure 4.1. This orientation is based on a weighted distribution of
the traffic volumes currently using area roadways.
The daily, a.m. peak hour, and p.m. peak hour trips generated by
the site were assigned to the area roadways per the trip
distributions shown in Figure 4.1. The traffic volumes added to the
study roadways through this process are shown in Figures 4.2
through 4.4.
b. Non-site Traffic Forecasting
Traffic forecasts were developed for the year 2009 No-Build
scenario by applying a 2.69% compounded annual growth rate to
the existing traffic volumes. This factor is based on the 20 year
growth factor of 1.7 the Mn/DOT State Aid office has assigned to
Norris Marketplace 11 Cottage Grove, MN
Tra, f,�'ic Impact Study May 2007
Washington County. The No-Build forecasts are shown in Figures
4.5 through 4.7.
c. Total Traffic for 2009
Tra�c forecasts were developed for the year 2009 Build scenario
by adding the traffic generated by the proposed projects, as shown
in Figures 4.2 through 4.4, to the No-Build volumes shown in
Figures 4.5 through 4.7. The resultant 2009 Build traffic forecasts
are shown in Figures 4.8 through 4.10.
Norris Marketplace 12 Cottage Grove, MN
Traffic Impact Study May 2007
S a ck
` ' ' Table 4.1
TIIC TRA7►IC STVDY COMMNY
Forecast Trip Generation
Norris Marketplace
Cottage Grove, MN
Dailv Volumes
LAND USE
Speciaky CommerctallRetaii
Grocery Store
Hlgh Tumover Resteurant
Fast Food w/drive through
Medleal Clln(e
General OHice
NORRIS MARKETPLACE TOTALS
Adjaeent Senlor Housing
AM Peak Hour
RE _
c�oes.
814
850
932
934
720
710
252
DEVE►APIAENT QUANTITY
UNIT8 (aFA)
1,000 GFA 7.5
1,000 GFA 1�.6
1,000 GFA 7.3
1,000 GFA 4.6
1,000 GFA 18.0
1,000 GFA 18.0
Dxrelling Unifs 146.0
DIULY
RATE
44.32
102.24
127.15
496.12
36.13
11.01
3.48
ENTER
PERCENT
50%
50 %
50°/,
SOY
50%
50%
50 %
EIQT
PERCElIT
50%
�o�
50%
50%
r�o�
50%
50%
INTERNAL INFERNAL PqBSBY
PERCEHT TRIP8 PERCEM
15% 50 25%
15% 270 25%
15q 138 30°/,
15% 342 40 %
10% 65 0%
10 % 20 0°/,
885
0% 0 0%
PASSBY
TRIP8
83
449
277
873
0
0
'1,722
0
NEW TWPB
ENTER EXIT
100 100
b39 638
254 254
513 573
293 293
89 89
1,788 1,788
254 254
LAND USE � ���ENT � ANI . ENTER EXIT INTERNAL IN]ERNAL PA8SBY PASSBY NE11V TRIPS.
CODE � UNITS Rq'1'E pERCENT PERCENT PERCENT TRIPS PERCENT TRIPS ENTER ' EXIT
Speclalty CommerclallRetalt 874 1,000 GFA 7.5 7.00 75y, 25% 15Y 1 25% 2 4 0
Grocery Store 850 1,000 GFA 17.6 3.25 61°h 39% 15% 9 25% 74 23 11
Hlgh Tumover Restaurant 832 1,000 GFA 7.3 11.52 52% 48% 15y 13 30% 25 25 21
Fast Food wlddve through 934 1,000 GFA 4.6 53.11 51°� 49% 15% 37 40% 88 5T 53
Medical CIInIc 720 1,000 GFA 18.0 2.48 79% 21 % 10% 4 0°� 0 33 7
Genera101tfce 710 1,OOOGFA 78.0 1.55 86°/, 12% 70% 3 0% 0 23 2
NORRIS MARKETPLACE TOTALS 56 139 166 84
Ad)acent Senlor Housing 252 Dwelling Units 146.0 D.DS 45°/, SSy, 0°h 0 0% 0 5 6
PM Peak Hour
LANDUSE lTE .: 'DEVEIAPIAENT � PN ENTER E70T iNTERNAL ,INTERNAL = PASSBY PA8SBY NEVYTRIPS
CODEf UNR8 RATE PERCENT PERCENT PERC�NT TRIPS PERCEM TRIPS ENTER EXIT
Specialty CommerelatlRetall 814 7,006 GFA 7.5 2.71 44% 56% '15% 3 25% 5 5 7
GroCOry StorE 850 1.000 GFA 17.6 10.45 51% 49% 45% 26 25% 46 S� 53
High Tumover Restaurant 832 1,000 GFA 7.3 10.82 61y, 39Y. 159e 12 30 h 24 30 13
Fast Food w/drive through 834 1,000 GPA 4.6 34.64 52°� 48% 15% 24 40% 64 38 33
Med1C81 CIInIc 720 1,006 GFA 18.0 3.72 27% 73ye 10Yo 7 0% 0 15 46
Genetal OHlce 710 1,006 GFA 18.0 1.49 17Yo 83% 10% 3 0% 0 3 21
NORRIS MARKETPLACE TOTA�S 76 136 149 173
AdJacent Senior Housing 252 Dweliing Unks 146.0 0.11 61yo 39% 0% 0 0% 0 10 6
't. � GFA = Gross Fioor Area
2. All trlp generaUon rates 6ased o� •Trip Generatfon", InsUtute of Transportatlon Englneers, 7th Edidon unless otherwise noted.
3. RedueUon for intemal Vlps (Intemat Porcent} is based on'Trlp Generetlon Handbook", instltuta oi Transportatlon E�glneers, 2nd EdiNon.
4. Reductlon for pass-by trips (Passby PerceM) Is based on 'Trip 6eneraUon Handbook', Instkute oi TransportaUon Englneers, 2�d EdiUon.
5. A.M. Trlp GeneraUon Is for the peak hour hour of adjacent street traff(c (one hour betwean 7 and 9 a.m.).
6. P.M. Trip GeneraUOn Is forthe peak hour hour of adJacent street Vaffle {one hour between 4 and 6 p.m.).
7. No data fs avallable In'Trip GeneraUon" tor the peak hour between 7 and 9 a.m. tor the Specfalty Ratatl. Based on experlence, a rate of 1.00 tAps/7,000s of GFA was used with a spiit of 75y entering and 25% exlUng.
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Trip Distribution
Norris Marketplace
Cottage Grove, MN
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2009 Daily No-Build Traffic Volumes
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2009 Daily Build Traffic Volumes
Norris Marketplace
Cottage Grove, MN
Blvd S
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5. Traffic and Improvement Analysis
a. Site Access
Access to Norris Marketplace is proposed to be provided from one
full movement intersection on Grange Boulevard and one full
movement intersection on Hadley Avenue as shown on the concept
plan on Figure 2.2. The two access points for the senior housing
building are also shown on Figure 2.2. The traffic lanes and control
are shown in Figure 3.1 for the existing intersections. It is
anticipated each new driveway will be stop sign controlled and have
one outbound lane. No new turn lanes are anticipated on Grange
Boulevard or Hadley Avenue.
b. Leve/ of Service Anatysis
The LOS results for the No-Build scenario study hours are shown in
Table 5.1. These are based on the existing tra�c control and lane
configurations as shown in Figure 3.1. The forecast turning
movement volumes from Figures 4.5 and 4.6 were used in the LOS
calculations. The signal timing at the Hadley AvenuelGrange
Boulevard traffic signal was approximated by optimizing the signa{
timing. The LOS calculations were done using SYNCHRO
software.
All of the study intersections will operate acceptably at LOS C or
better during both the a.m. and p.m. peak hours in the 2009 No-
Build scenario.
The LOS results for the Build scenario study hours are shown in
Table 5.2. These are based on the existing traffic control and lane
canfigurations as shown in Figure 3.1. The forecast turning
movement volumes from Figures 4.8 and 4.9 were used in the LOS
calculations. The signal timing at the Hadley Avenue/Grange
Boulevard traffic signal was appraximated by optimizing the signal
timing. The LOS calculations were done using SYNCHRO
software. The LOS calculations were done using SYNCHRO
software.
Norris Marketplace 24 Cottage Grove, MN
Traffrc Impact Study May 2007
Table 5.1 - 2009 No-Build Level of Service (LOS)
All of the study intersections will operate acceptably at LOS C or
better during both the a.m. and p.m. peak hours in the 20Q9 Build
scenario.
Figures 3.4, 4.7, and 4.10 show the existing and forecast daily
traffic volumes anticipated to use the roadways near the proposed
site. Based on calculations from the Transportation Research
Board's Highway Capacify Manual, a four lane divided roadway,
such as Grange Boulevard, will operate at LOS D if the road carries
27,500 to 35,000 vehicles per day. A four lane undivided roadway,
such as Hadley Avenue, will operate at L4S D if the road carries
15,000 to 20,000 vehicles per day.
Based on these planning level thresholds, the Grange Boulevard
and Hadley Avenue corridors near the site are currently operating
at LOS C or better and will remain at LOS C or better in both the
2009 No-Build and Build scenarios.
c. Micro-Simulation Ana/ysis
A more detailed traffic anal�sis was performed for the 2009 Build
scenario with a SimTraffic micro-simulation model. This model
accounts for the interaction between intersections, whereas the
Level of Service analyses do not. The simulation can uncover
traffic queues backing up and affecting the operations of
neighboring intersections.
The data from the Level of Service analyses, as previously
discussed, was transferred to the SimTraffic micro-simulation
model. The simulation software was seeded with a random number
seed of 0, a seeding duration of 3 minutes, and a recording
duration of 60 minutes. Then the simulation software was run and
recorded five times with random number seeds of 1, 2, 3, 4, and 5;
using a seeding duration of 3 minutes and a recording duration of
60 minutes. A table of the micro-simulation results is included in
the Appendix.
Norris Marketplace 25 Cottage Grove, MN
Tra,�c Impact Study May 2007
Table 5.2 — 2009 Build Level of Service (LOS)
The micro-simulation results for the 2009 Build a.m. and p.m. peak
hours show there will not be significant congestion along the
Hadley Avenue or Grange Boulevard corridors. At most, it is
anticipated four vehicies will wait at a driveway to access Hadley
Avenue or Grange Boulevard. Only one or two vehicles will be
waiting during most of each peak hour.
d. Recommended lmprovements
No physical improvements are recommended to accommodate the
tra�c generated by Norris Marketplace and the adjacent senior
housing development. It is recommended the traffic signal timing
be adjusted to account for the changed traffic patterns at the
Hadley Avenue/Grange Bouievard intersection. This should be
done based on new traffic counts taken after the senior housing
development and Norris Marketplace are fully operational.
6. Conclusions
All of the study intersections and study roadway corridors will
operate acceptably at LOS C or better in all of the study scena�ios.
No physical improvements are necessary to accommodate the
traffic generated by Norris Marketplace and the adjacent senior
housing development.
7. Recommendations
It is recommended the tra�c signal timing be adjusted to account
for the changed traffic patterns at the Hadley Avenue/Grange
Boulevard intersection. This should be done based on new traffic
counts taken after the senior housing development and Norris
Marketplace are fully operational. No other improvements are
necessary to accommodate Norris Marketplace.
Norris Marketplace 26 Cottage Grove, MN
Tra,�c Impact Study May 2007
8. Appendix
a. Traffic counts
b. Capacity analysis backup
c. Micro-simulation analysis backup
Norris Marketplace 2? Cottage Grove, MIV
Tra,f,�'ic Impact 8tudy May 2007
A endix A
Traff ic Counts
� ��
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lRAff C DATA 1 NC.
Hadley Ave & Belden B1vd - AM
Cottage Grove, mN
Printed-
www.trafficdafainc.com
(952) 926-0916
File Name : 202711 - Hadley Ave & Beiden Bivd - AM
Site Code : 00202711
Start Date : 4/26/2007
Page No : 1
From North From East From South
art Time �eff T11R1 Right Peds App.Tatal LeR Thnt Right Peds App,Tofai Lefl Fhru Ripht Peds
Factor 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
06:30 AM 6 34 0 0 40 21 2 4 0 27 3 16 2T 0
06:45 AM i6 33 0 0 49 20 5 5 0 30 4 26 24 0
Total 22 67 0 0 89 41 7 9 0 57 7 42 45 0
07:00 AM 3 46 0 0 49 12 1 8 p 21 11 2g 6 0
07:15 AM 7 36 0 0 43 9 5 5 0 19 7 39 5 0
07:30 AM 6 56 0 0 62 10 5 6 0 21 8 37 5 0
67:45 AM 6 53 2 0 61 11 3 4 0 18 12 43 1 0
Total 22 191 2 0 215 42 t4 23 0 79 38 147 17 0
08:00 AM 6 39 1 U 46 11 2 10 0 23 16 36 4 0
08:15 AM 6 41 1 0 48 12 3 9 0 24 27 32 4 0
Grand Total 56 338 4 0 398 106 26 51 0 183 88 257 70 0
ApprCh % 14.1 84.9 1 0 57.9 142 27.9 0 212 61.9 16.9 0
Total % 4.9 29.5 0.3 0 34.8 9.3 2.3 4.5 0 16 7.7 22.4 6.1 0
Total Left Thru Right Peds qpp. Total Int. Total
1.0 1.0 1.0 1.0
40 1 5 13 0 19 126
54 2 6 75 1 24 157
94 3 11 28 1 43 283
45 0 9 17 0 26 141
51 0 5 15 0 20 133
50 0 5 9 0 14 147
56 D 5 10 1 16 151
202 0 24 51 1 76 572
56 1 4 9 0 14 139
63 0 4 11 1 16 151
415 4 43 39 3 149 1145
27 28.9 66.4 2
36.2 0.3 3.8 8.6 0.3 13
From North From East From South From West
Start Time �@ft Thru RIgh1 Peds App. Total Left Thru Right Peds App. Total Left Thru Right Peds qpp, Tot21 Left Thru Right Peds App. Total InL Total
Peak Hour Matysis From 06:30 AM to 08:'15 AM - Peak 1 of 1
Peak Hour for En6re Irdersection Bepins ffi 07:30 AM
07:30 AM 6 56 0 0 62 10 5 6 0 21 8 3� 5 0 5Q 0 5 9 0 14 147
Q7:45 AM 6 53 2 0 6� 1'I 3 4 0 18 12 43 'I 0 56 0 5 10 1 16 151
06:00 AM 8 33 1 0 46 1'I 2 10 0 23 16 36 4 0 56 1 4 9 0 14 139
08:15 AM 6 41 1 0 48 '12 3 9 0 24 27 32 4 0 63 0 4 1'I 1 16 151
Total Volume 24 189 4 0 217 44 13 29 0 86 63 �48 �4 0 225 1 18 39 2 60 586
% . Totat 1L1 87.1 1.S 0 512 75.'I 33.7 0 28 65.8 6.2_ 0 �7 30 65 3.3
� �
l.Il
TRAfF C DATA lNC.
Hadley Ave & Belden Blvd - PM
Cottage Grove, MN
Start T ime Left Thru Right Peds
Factor 1.0 1.0 1.0 1.0
04:00 PM 6 42 0 0
04:15 PM 9 50 2 0
04:30 PM 11 65 0 3
04:45 PM 8 47 2 0
Total 34 204 4 3
05:00 PM 7 60 3 0
05:15 PM 5 61 1 0
05:30 PM 7 66 5 0
05:45 PM 9 63 1 0
Total 28 270 10 0
Grand Total 62 474 14 3
Apprch °/a 11.2 85.7 2.5 0.5
Total % 3.5 26.8 0.8 D.2
www.trafficdata inc.com
(952) 926-0916
File Name : 202711 - Hadley Ave 8� Belden Blvd - PM
Site Code : 00202719
Start Date : 4/25/2007
Page No : 1
From East From South From West
Total Left Thru RigM Peds qpp. Total Left Thru RigM Peds qpp. Total Left Thru Right Peds
1.0 1.0 '1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
48 22 11 9 0 42 16 58 4 0 78 2 5 24 0
61 18 3 16 0 37 19 52 1 0 72 2 6 15 0
79 25 9 13 0 47 30 45 6 0 81 1 5 15 2
57 32 6 20 0 58 13 54 14 0 81 2 3 16 0
245 97 29 58 0 184 78 209 25 0 312 7 19 70 2
70 30 7 16 0 53 23 74 8 U 105 3 8 15 0
87 34 6 10 d 50 19 45 9 0 73 2 6 20 0
78 21 5 9 0 35 23 58 7 3 91 2 1 70 0
73 15 11 11 0 37 33 50 9 0 92 2 4 11 0
308 100 29 46 0 175 98 227 33 3 361 9 19 56 0
553 197 58 104 0 359 176 436 58 3 673 16 38 126 2
54.9 16.2 29 0 26.2 64.8 8.6 0.4 8.8 20.9 69.2 1.1
31.3 11.1 3.3 5.9 0 20.3 10 24.7 3.3 0.2 38.1 0.9 2.2 7.1 0.1
Tota1 Int TOtal
31 ' 'I 99
23 193
23 230
21 217
98 839
26 254
28 ' 238
13 217
17 219
84 928
182 1767
10.3
From North From East From South From West
Start Time LBft ThRJ Rl9ht Peds App. Total Left Thru Right Peds qpp. Total LeR Thtu Right Peds qpp_ Total Left Thru Right Peds App. Total Int. Total
Peak Hour Analysis From 04:00 PM M 05:45 PM - Peak 1 of 1
Peak Hourfor Entire IMersedion Begins at 04:30 PM
04:30 PM 11 65 0 3 79 25 9 13 0 47 30 45 6 0 81 1 5 15 2 23 230
04:45 PM 8 47 2 0 57 32 6 26 0 58 13 54 14 0 81 2 3 16 0 21 217
05:00 PM 7 60 3 0 70 30 7 16 0 53 23 74 8 0 105 3 8 15 0 26 254
05:15 PM 5 81 1 0 87 34 6 10 0 50 19 45 9 0 73 2 6 20 0 28 238
Totat Volume 31 253 6 3 293 12t 28 59 0 208 85 218 37 0 340 8 22 66 2 98 939
°h . Total '10.6 86.3 2 1 58.2 t3.5 28.4 0 25 64.1 �0.9 0 8.2 22.4 67.3 2
�- � _
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TRAFf C DATA lNt.
www.trafficdatainc.com
(952) 926-0916
File Name : 202713-Hadley Ave 8� drives-AM
Site Code : 00202713
Hadley Ave & drives north of Grange Blvd Start Date : 5/8/2007
Cottage Grove, MN Page No : 1
Grou s Printed- Unshifted
From North From East From South From West
Start Time L2ft ThN Right Peds App. Total Left Thru R(ght Peds App. Total LeR Thru Right Peds qpp. Totai Left Thru Right Peds
App. Total Int. Total
Factor 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 7.0 1.0 1.0 1.0 1.0 1.0 1.0
06:30 AM 2 52 0 0 54 12 0 2 3 17 0 32 21 0 53 0 0 1 0 1 125
06:45 AM 8 62 0 0 70 9 0 0 0 9 0 49 13 0 62 0 Q 0 0 0 141
07:00 AM 3 89 0
07:15 AM 4 75 2
Grand Total 17 278 2
ApprCh % 5.7 93.6 0.7
Total % 2.8 46.6 0.3
0 124 21
0 92 12
0 81 7
0 297 40
0 88.9
0 49.7 6.7
0 2 3 26 0 81 34 0 115
0 0 0 12 0 46 24 0 70
0 0 0 7 0 49 19 0 68
0 2 3 45 0 176 77 0 253
0 4.4 6.7 0 69.6 30.4 9
0 0.3 0.5 7.5 0 29.5 12.9 0 42.4
175
156
597
0 0 0 1
0 0 0 0
0 0 1 1
0 o sa so
0 0 0.2 0.2
1
0
2
0.3
From North From East Prom South From West
Start Time L6ft Thru Right Peds App. Totai Left Thru Right Peds qpp. Total Lefl Thru Right Peds App, Total �eft Thru Right Peds qpp. Totat Int. Total
Peak Hour Matysis From 06:30 AM to 07:15 AM - Peak 1 ot 1
Peak Hourfor Entire Ir�tersection Begins at 06:30 AM
0630 AM 2 52 0 0 54 12 0 2 3 17 0 32 21 0 53 0 0 4 0 1 125
06:45 AM 8 62 0 0 70 9 0 0 0 9 0 49 13 0 62 0 0 0 0 0 141
07:00 AM 3 89 0 0 92 12 0 0 0 12 0 46 24 0 70 0 0 0 � 1 175
07:15 AM 4 75 2 0 81 7 0 0 0 7 0 49 19 0 66 0 0 0 0 Q 156
Tofal Vol�nne 17 278 2 0 297 40 0 2 3 45 0 176 77 0 253 0 0 1 1 2 597
% . Tofsl 5.7 93.6 0.7 0 88.9 0 4.4 6.7 0 69.6 30.4 0 0 0 50 15n
� �� ■
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TRAff C DATA lNC.
Hadley Ave & drives north of Grange Blvd
Cottage Grove, MN
Printed- Unshifted
www.traffi cd ata i n c. co m
(952) 926-0916
File Name : 202713-Hadley Ave & drives-PM
Site Code : 00202713
Start Date : 5/7/2007
Page No : 1
From North From East From South
art Time L@ft ThFU Right Peds App. Total Left Thru Right Peds qpp, Total LeR Thru Right Peds
Factor 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
05:00 PM 1 95 5 0 101 3 0 3 0 6 5 93 12 0
05:15 PM 5 93 5 D 103 1 D 0 3 0 13 5 121 21 0
05:3Q PM 2 92 5 0 99 5 0 2 0 7 2 94 14 0
05:45 PM 2 9B 3 2 105 8 0 2 0 10 6 72 12 2
Total 10 378 18 2 408 26 0 1 D 0 36 18 380 59 2
Grand Totaf � 10 378 18 2 408 26 0 10 0 36 18 380 59 2
AppfCh % 2.5 92.6 4.4 0.5 72.2 0 27.8 0 3.9 82.8 12.9 0.4
Total % 1.1 40.2 1.9 0.2 43.4 2.8 0 1.1 0 3.8 1.9 40_4 6.3 0.2
From West
Tofal Left Thru Right Peds App_Total Int. Total
1.0 1.0 1.9 1.0
110 1 0 19 0 11 228
147 5 0 5 0 10 273
110 2 2 7 0 11 227
92 1 0 4 0 5 212
459 9 2 26 0 37 940
459 9 2 26 0 37 940
24.3 5.4 70.3 0
48.8 1 0.2 2.8 0 3.9
� From North From East From South From West
Start Time Left Thru Right Peds App. Total Left Thtu Righl Peds p�p, Total Left Thru Right Peds App, Total Left Thru RigM Peds App. Total Int. Total
Peak Hour Malysis From 05:00 PM to 05:45 PM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 05:00 PM
05:00 PM 1 95 5 0 101 3 0 3 0 6 5 93 12 0 'I � 0 1 0 10 0 11 228
05:15PM 5 93 5 0 103 10 0 3 0 '13 5 121 21 0 '147 5 0 5 0 �0 273
05:30 PM 2 92 5 0 99 5 0 2 0 7 2 94 14 0 110 2 2 7 0 11 227
05:45 PM 2 98 3 2 105 8 0 2 0 10 6 �2 12 2 92 1 0 4 0 5 212
Total Volume 10 378 18 Z 408 26 0 10 0 36 18 380 59 2 459 3 2 26 0 37 940
% App. Totai 2,5 92.6 4.4 0.5 72.2 0 27.8 0 3.9 82.8 12.9 0.4 24.3 5.4 70.3 0
� �_
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TRAf� C DATA 1 NC.
Hadley Ave & Grange Blvd - AM
Cottage Grove, MN
Printed- Unshifted
art Time Left Thru Right
Factor 1.0 1.0 1.0
06:30 AM 57 7 0
06:45 AM 80 4 1
Total 137 11 1
07:00 AM 78 7 1
07:15 AM 60 4 1
07:30 AM 74 11 1
07:45 AM 63 11 2
Total 275 33 5
08:00 AM 56 8 3
08:15 AM 53 10 1
Grand Total 521 62 10
Apprch % 87.9 t0.5 1.7
Tofal % 20.5 2.4 0.4
www.trafficdatainc.com
{952) 926-0916
File Name : 202712 - Hadley Ave & Grange B1vd - AM
Site Code : 00202712
Start Date : 4/26/2007
Page No : 1
h From East From South
Peds App. Total Left Thru Right Peds qpp, Totat Le(t Thru Right Peds
1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
0 64 61 11 39 2 113 0 18 74 0
0 85 50 12 51 0 113 0 13 84 3
0 149 111 23 90 2 226 0 31 158 3
0 86 25 22 47 0 94 0 8 113 2
0 65 30 17 51 fl 98 0 11 84 0
0 86 23 12 53 0 88 0 11 84 0
0 76 30 20 59 9 109 0 12 88 0
0 313 108 71 210 0 389 0 42 369 2
0 67 32 12 57 0 101 0 16 64 0
0 64 19 22 58 0 99 0 22 53 0
0 593 270 128 415 2 815 0 111 644 5
0 33.1 i5.7 50.9 0.2 0 14.6 84.7 0.7
0 23.3 10.6 5 16.3 D.1 32.1 U 4.4 25.3 0.2
Tofal Lefl Thru RigM Peds qpp_Total Int. Tot31
1.0 i.0 1.0 1.0
92 2 53 1 0 56 325
100 5 43 0 1 49 347
i92 7 96 1 1 105 672
123 3 53 0 0 56 359
95 2 56 0 0 58 316
95 3 35 0 0 38 ' 307
t00 2 43 0 1 46 331
413 10 187 0 1 '198 1313
80 4 33 0 0 37 285
75 1 32 9 0 34 272
760 22 348 2 2 374 2542
5.9 93 0.5 0.5
29.9 0.9 13.7 4.1 0.1 14.7
From North From East From South From West
Start Time L2ft ThRI Right Peds App. Total �eft Thru Right Peds qpp, T�� LeR Thru Right Peds qpp, Total Left Thru Right Peds App. Total InL Total
Peak How Malysis Fran 06:30 AM to 08:15 AM - Peak 1 of 1
Peak Ho�xfor Entira IrrterseGion Bepins at 06:30 AM
06:30 AM 57 7 0 0 64 6� 11 39 2 1'13 0 18 74 0 92 2 53 1 0 56 325
06:45 AM 80 4 1 0 85 50 12 51 0 1 � 3 0 13 84 3 100 5 43 0 'I 49 347
07:00 AM 78 7 1 0 86 25 22 47 0 94 0 8 113 2 123 3 53 0 0 56 359
07:15 AM 60 4 1 0 65 30 17 51 0 98 0 11 84 0 95 2 56 0 0 56 316
TotalVolume 275 22 3 0 300 166 62 168 2 418 0 50 355 5 410 12 205 1 1 2�9 1347
% App. Total 91 J 7.3 1 0 39.7 14.8 45 0.5 0 122 86_6 � 2 55 os a n s n�
� �
� ,
TRAff C DATA INC.
Hadley Ave & Grange Blvd - PM
Cottage Grove, MN
Printed- Unshifted
www.trafficdatainc.com
(952) 926-0916
File Name : 202712 - Hadley Ave & Grange Blvd - PM
Site Code : 0020271 Z
Start Date : 4/25/2007
Page No : 1
From North F�om East From South F�om West
art Time Left ThfU Right Peds App. Totsl LeR Thru Ripht Peds App. Total Left 7'htu Right Peds qpp, Total Letl Thru Right Peds qpp. Total I�t. TOt21
Factor 1.d 9.0 1_0 1_0 1.0 7:D 9.0 1.0 1.0 1.0 1.0 1.0 T.0 1.0 1.0 1.0
04:00 PM 77 12 1 0 90 81 64 99 0 250 1 7 35 9 43 4 42 2 0 48 431
04:15 PM 84 6 2 0 92 94 69 83 3 249 1 8 42 2 53 5 46 2 4 57 451
04:30 PM 91 15 Z 0 108 85 75 76 2 238 2 11 51 4 68 5 37 � 0 43 457
04:45 PM 87 10 1 D 98 175 80 102 0 297 2 6 53 'I 62 4 29 2 0 35 492
Total 339 43 6 0 388 381 288 360 5 1034 6 32 181 7 226 18 154 7 4 t83 1831
05:00 PM 107 S 4 0 i19 88 75 115 0 278 5 8 48 1 62 7 68 4 1 80 539
05:15 PM 118 17 3 0 138 88 55 95 1 239 4 7 45 3 59 3 44 2 1 50 486
05:30 PM 97 17 1 0 115 92 66 '100 2 260 2 9 57 5 73 4 61 3 1 69 517
05:45 PM 81 13 1 0 95 105 75 115 0 295 3 5 62 2 72 5 60 2 1 68 530
Total 403 55 9 0 467 373 271 425 3 1072 14 29 212 11 266 19 233 11 4 267 2072
Grand Total 742 98 15 0 855 754 559 785 8 2106 � 20 61 393 18 492 � 37 387 18 8 450 I 3903
Apprch % 86.8 11.5 1.8 0 35.8 26.5 37.3 0.4 4.1 12.4 79.9 3.7 82 86 4 1.8
Total % 19 2.5 0.4 0 21.9 19.3 14.3 20.1 0.2 54 0.5 1.6 10.1 0.5 12.6 0.9 9.9 0.5 0.2 11.5
From North From East From South From West
Start Time LEft ThrU Right Peds App. Total left Thru Right Peds qpp. Total Left Thru R'igM Peds qpp, Total Left Thru RigM Peds qpp. Total Int. Total
Peak HourAnalysis From 04:00 PM to 05:45 PM - Peak 1 of 1
Peak Hourfor Entire IMersedion Begins at 05:00 PM
05:00 PM 107 8 4 0 119 88 75 715 0 278 5 8 48 1 62 7 68 4 1 BO 539
05:15 PM 118 17 3 0 138 B8 55 95 1 239 4 7 45 3 59 3 44 2 1 50 486
05:30 PM 97 17 1 0 115 92 66 10D 2 260 2 9 57 5 73 4 61 3 1 fi9 517
05:45 PM 81 13 1 0 95 105 75 715 0 295 3 5 62 2 72 5 60 2 � 68 530
TohalVoluma 403 55 3 0 467 373 271 425 3 1072 14 29 212 �1 266 19 233 11 4 267 2072
% . Total 86.3 11.8 �.9 0 34.8 25.3 39.6 6.3 5.3 10.9 797 4.1 7.1 87.3 4.1 1.5
� �_
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TRAfE C DATA lNC.
Grange Blvd & west side drive - AM
Cottage Grove, MN
Printed-
From North
Left Thru Riaht Peds
07:00 AM 0
07:15 AM 1
07:30 AM 1
07:45 AM 0
Total 2
06:00 AM 0
08:15 AM 0
Grand Totaf 6
Apprch % 85.7
Total % 1.2
0 0 0
0 0 0
0 0 0
0 0 0
0 0
0 0
0 1
0 1
0 14.3
0 0.2
0
0
0
0
0
0
www.trafficdatainc.com
(952) 926-0916
File Name : Grange Bfvd 8� west side drive - AM
Site Code : 00202714
Start Date : 4/26/2007
Page No : 1
From East From South From West
Total Left Thru Right Peds qpp, Total Left Thru Right Peds App, Totsl left TMv RiBM Peds App. Total Itlt. Totat
1.0 1.0 '1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
2 0 7 1 0 8 0 0 0 0 0 0 52 0 0 52 62
2 0 12 0 0 12 0 0 0 2 2 1 50 0 0 51 67
4 0 19 1 0 20 0 0 0 2 2 1 102 0 0 103 129
0 0 21 2 0 23 0 0 0 2 2 0 56 0 0 56 81
1 0 16 1 0 17 0 0 0 0 0 0 54 0 0 54 �2
1 0 12 1 0 13 0 0 0 0 0 0 38 0 0 38 52
0 0 20 1 0 21 0 0 0 0 0 0 46 1 0 47 68
2 0 69 5 0 74 0 0 0 2 2 0 194 1 0 185 273
0 0 14 0 0 14 0 0 1 0 1 0 34 0 0 34 49
1 0 17 3 0 20 0 0 0 0 0 0 33 0 0 33 54
7 0 119 9 0 128 0 0 1 4 5 1 363 1 0 365 505
0 93 7 0 0 0 20 80 0.3 99.5 0.3 0
1.4 0 23.6 1.8 0 25.3 0 0 0.2 0.8 1 0.2 71.9 0.2 0 72.3
From North From East From South From West
StaR Time Leff Th�U Rl9ht Peds App. Total Left Thni Right Peds qpp, Tota6 Left Thru Right Peds App. Tofal Left Thru Ripht Peds
App. Total Irrt. Total
Peak Hour Analysis From 06:30 AM to 08:15 AM - Peak 1 of 1
Peak Hour for Erdire Ir�tersection Begins at 06:30 AM
06:30 AM 2 0 0 0 2 0 7 1 0 8 0 0 0 0 0 0 52 0 0 52 62
06:45 AM 2 0 0 0 2 0 12 0 0 '12 0 0 0 2 2 'I 50 0 0 51 67
07:00 AM 0 0 0 0 0 0 21 2 0 23 0 0 0 2 2 0 56 0 0 56 81
07:15 HtyS 1 0 0 0 1 0 16 1 0 � 7 0 0 0 0 0 0 54 0 0 54 72
Total Volume 5 0 0 0 5 0 56 4 0 60 0 0 0 4 4 1 212 0 0 213 262
_ % App. Total 100 0 0 0 0 93.3 6.7 0 0 0 0 100 0.5 99.5 0 0
� _
� �
TRAff C OATA I1VC.
Grange Blvd & west side drive - PM
Cottage Grove, MN
www.trafficdatainc. com
{952) 926-0916
File Name : Grange Blvd & west side drive - PM
Site Code : 00202714
Start Date : 4/25/20d7
Page No : 1
From North From East From South From West
Start Time Left Thtlt Right Peds App. Totai Left Thru Right Peds App. Total LeR Thru Right Peds App. Total Left Thru Ri ht Peds
9 App. Total Int Total
Factor 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1A
04:00 PM i4 0 1 2 17 1 48 18 0 67 0 0 1 0 1 2 33 0 0 35 120
04:15 PM 14 0 5 1 20 0 52 11 0 63 0 0 0 4 4 2 38 0 1 41 126
04:30 PM 14 0 3 0 17 0 60 17 0 77 9 0 0 1 1 1 32 0 1 34 129
04:45 PM 9 0 2 Q 11 0 60 11 0 71 0 0 0 4 4 2 24 0 0 26 112
Total 5S 0 11 3 65 1 220 57 0 278 0 0 1 9 10 7 127 0 2 136 489
05:00 PM 3� 0 6 2 38 0 53 t7 0 70 0 0 0 0 0 1 49 0 0 50 158
05:15 PM 17 0 4 0 21 0 43 12 0 55 0 0 0 1 1 2 30 0 0 32 109
05:30 PM 17 0 3 0 2d 0 51 14 0 65 0 0 0 5 5 5 50 0 2 57 ' 147
05:45 PM 18 0 4 0 22 0 55 16 0 71 0 0 0 3 3 3 46 0 0 49 145
Total 82 0 77 2 101 0 202 59 0 261 0 0 0 9 9 11 175 0 2 188 559
Grand Total 133 0 28 5 166 1 422 116 0 539 0 D 1 18 19 18 302 0 4 324 1048
ApprCh % 8U.1 0 16.9 3 0.2 78.3 21.5 0 � 0 0 5.3 94.7 5.6 93.2 0 1.2
TotBI % 12.7 0 2.7 0.5 15.8 0.1 40.3 11.� � 51.4 0 0 0.1 1.7 1.8 1.7 28.8 0 0.4 30.9
From North From East From South From West
Start Time Left Thru Right Peds App. Total Left Thru Ripht Pads App. Total Left Thru RigM Peds App. Total Left Thru Ri ht Peds
0 App. Total Ink TMai
Peak Hour Malysis From 04:D0 PM to 05:45 PM - Peak 1 of 1
Peak Hour for Entire Intersedion Begins at 05:00 PM
05:00 PM 30 0 6 2 38 0 53 t7 0 70 0 0 0 0 0 'I 49 0 0 50 158
05:15 PM 17 0 4 0 21 0 43 l2 0 55 0 0 0 1 1 2 30 0 0 32 109
05:30 PM 17 0 3 0 20 Q 51 14 0 65 0 0 0 5 5 5 50 0 2 57 147
05:45 PM 7 B 0 4 0 22 0 55 16 0 7'I 0 0 0 3 3 3 46 0 0 49 145
Total Volume 82 0 17 2 10'I 0 202 59 0 261 0 0 0 9 9 11 175 0 2 188 559
%A .Total 8�.2 0 16.8 2 0 77.4 22.6 0 _ 0 0 0 100 5.9 93.1 0 1.1
A � endix B
_
C a acit An al sis
p y Y
Existing (2007) A.M. Peak Hour Norris Marketplace Tra�c Study
HCM Unsignalized Intersection Capacity Analysis 6: Belden Blvd & Hadley Ave
'�` --► �`i� i'� � � "�1 I /� �► � •�
l.ane Configurations � � �► �'� �
Sign Control Stop Stop Free Free
Grade 0% 0°/a 0% 0%
Volume (veh/h) 3 25 60 62 13 22 25 109 56 32 149 0
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0,92 0.92 0.92
Hourly flow rate (vph) 3 27 65 67 14 24 27 118 61 35 162 0
Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right tum flare (veh)
Median type None None
Median storage veh)
Upstream signal (ft) 378
pX, platoon unblocked
vC, conflicting volume 376 465 162 514 435 90 162 179
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked voi 376 465 162 514 435 90 162 179
tC, single (s) 7.5 6.5 6.9 7.5 6.5 6.9 4.1 4.1
tC, 2 stage (s)
tF (s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2
p0 queue free % 99 94 92 82 97 97 98 98
cM capacity (veh/h) 512 472 854 379 491 950 1414 1394
Volume Total 96 67 38 86 120 197
Volume Left 3 67 0 27 0 35
Volume Right 65 0 24 0 61 0
cSH 682 379 705 1414 1700 1394
Volume to Capacity 0.14 0.18 0.05 0.02 0.07 0.02
Queue Length 95th (ft) 12 16 4 1 0 2
Control Delay (s) 11.1 16.5 10.4 2.5 0.0 1.5
Lane LOS B C B A A
Approach Delay (s) 11.1 14.3 1.0 1.5
Approach LOS B B
�
Average Delay 5.1
Intersection Capacity Utilization 35.2% ICU Level of Service A
Analysis Period (min) 15
5/9/2007 Synchro 6 Report
Page 1
TDI
Existing (2007) A.M. Peak Hour Norris Marketplace Traffic Study
HCM Unsignalized Intersection Capacity Analysis 9: Grange Blvd & Western Site Access
� -w '� 1� � � '�1 t � `► � 'r�
Lane Configurations � '�, � � � � �,
Sign Control Free Free Stop Stop
Grade 0°/a 0% 0% 0%
Volume (veh/h) 1 212 0 0 56 4 0 0 0 5 0 0
f'eak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0,92 0.92 0.92 0.92
Hourly flow rate (vph) 1 230 0 0 61 4 0 0 0 5 0 0
Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare (veh)
Median type None None
Median storage veh)
Upstream signal (ft) 413
pX, platoon unblocked
vC, conflicting volume 65 230 293 298 230 293 293 61
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol 65 230 293 298 230 293 293 61
tC, single (s) 4.1 4.1 7.1 6.5 6,2 7.1 6.5 6.2
tC, 2 stage (s)
tF (s) 2.2 2.2 3.5 4.0 3.3 ' 3.5 4.0 3.3
p0 queue free % 100 100 100 100 100 99 100 100
cM capacity (veh/h) 1537 1337 658 614 809 658 617 10Q4
Volume Total 1 230 0 61 4 0 5
Volume Left 1 0 0 0 0 0 5
Volume Right 0 0 0 0 4 0 0
cSH 1537 1700 1700 1700 1700 1700 658
Volume to Capacity 0.00 0.14 0.00 0.04 0.00 0.00 0.01
Queue Length 95th (ft) 0 0 0 0 0 0 1
Control Delay (s) 7.3 0.0 0.0 0.0 0.0 0.0 10.5
Lane LOS A A B
Approach Delay (s) 0.0 0.0 0.0 10.5
Approach LOS A B
._�.��: -
Average Delay 0.2
Intersection Capacity Utilization 21.2% ICU Level of Senrice A
Analysis Period (min) 15
5/9/2007 Synchro 6 Report
Page 2
TDI
Existing (2007) A.M. Peak Hour Norris Marketplace Traffic Study
HCM Unsignalized Intersection Capacity Analysis 12: Mal1 �vwy & Had�ey Ave
,,� �, ,� T l .r
- - ,
Lane Configurations � c�'� �'�
Sign Control . Stop Free Free
Grade 0% 0% 0%
Volume (veh/h) 0 1 0 253 278 2
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 �.92
Hourly flow rate (vph) 0 1 0 275 302 2
Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare (veh)
Median type None
Median storage veh)
Upstream signal (ft) 146
pX, platoon unblocked
vC, conflicting volume 441 152 304
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol 441 152 304
tC, single (s) 6.8 6.9 4.1
tC, 2 stage (s)
tF (s) 3.5 3.3 2.2 '
p� queue free % 100 100 100
cM capacity (veh/h) 545 867 1253
Volume Total 1 92 183 201 103
Volume Left 0 0 0 0 0
Volume Right 1 0 0 0 2
cSH 867 1253 1700 1700 1700
Volume to Capacity 0.00 0.00 0.11 0.12 0.06
Queue Length 95th (ft) 0 0 0 0 0
Control Delay (s) 9.2 0.0 0.0 0.0 0.0
Lane LOS A
Approach Delay (s) 9.2 0.0 0.0
Approach LOS A
� -
Average Delay 0.0
Intersection Capacity Utilization 17.7% ICU Level of Service A
Analysis Period (min) 15
5/9/2007 Synchro 6 Report
Page 3
TDI
Existing (2007) A.M. Peak Hour Norris Marketplace Traffic Study
HCM Unsignaiized Intersection Capacity Analysis 15: Holiday Dvwy & Hadley Ave
�'" 't '� �'' �► 1
Lane Configurations � ��r �'�
Sign Control Stop Free Free
Grade 0°/a 0% 0%
Volume (veh/h) 40 2 176 77 17 240
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92
Hourly flow rate (vph) 43 2 191 84 18 261
Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare (veh)
Median type None
Median storage veh)
Upstream signal (ft) 245
pX, platoon unblocked
vC, conflicting volume 401 138 275
vC1, stage 1 conf vol
vC2, stage 2 conf vo1
vCu, unblocked vol 401 138 275
tC, single (s) 6.8 6.S 4.1
tC, 2 stage (s)
tF (s) 3.5 3.3 2.2
p0 queue free % 92 100 99
cM capacity (veh/h) 569 886 1285
Volume Total 46 128 147 105 174
Volume Left • 43 0 0 18 0
Volume Right 2 0 &4 0 0
cSH 579 1700 1700 1285 1700
Volume to Capaoity 0.08 0.08 0.09 0.01 0.10
Queue Length 95th (ft) 6 0 0 1 0
Control Delay (s) 11.7 0.0 0.0 1.5 0.0
Lane LOS B A
Approach Delay (s) 11.7 0.0 0.6
Approach LOS B
Average Delay 1.2
Intersection Capacity Utilization 27.8% ICU Level of Service A
Analysis Period (min) 15
5/9l2007 Synchro 6 Report
Page 4
TDI
Existing (2007) A.M. Peak Hour Norris Marketplace Traffic Study
HCM Signalized Intersection Capaciry Analysis 3: Grange Blvd & Hadley Ave
.� --. � � '- � � t � �► l �
�ane Configurations � �� � �� �' � � �
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 190Q 1900 1900 1900
Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Lane Util. Factor 1.00 0.95 1.00 0.95 1.00 1.00 0.95 0.95
Frt 1.00 1.00 1.00 0.89 1.00 0.85 1.00 1.00
Flt Protected 0.95 1.00 0.95 1.00 1.00 1.00 0.95 0.96
Satd, Flow (prot) 1770 3537 1770 3140 1863 1583 1681 1694
Flt Permitted 0.58 1.00 0.43 1.00 1.00 1.00 0.95 0.96
Satd. Flow (perm) 1089 3537 802 3140 1863 1583 1681 1694
Volume (vph) 12 205 1 166 62 188 0 50 355 275 22 3
Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92
Adj. Flow (vph) 13 223 1 180 67 204 0 54 386 299 24 3
RTOR Reduction (vph) 0 1 0 0 160 0 0 0 211 0 1 0
Lane Group Flow (vph) 13 223 0 180 111 0 0 54 175 160 165 0
Turn Type pm+pt pm+pt Split Perm Split
Protected Phases 7 4 3 8 2 2 6 6
Permitted Phases 4 8 2
Actuated Green, G(s) 10.3 9.5 18.6 13.8 25.1 25.1 9.0 9.0
Effective Green, g(s) 10.3 9.5 18.6 13.8 25.1 25.1 9.0 9.0
Actuated g/C Ratio 0.16 0.15 0.29 0.21 0.39 0.39 0.14 0.14
Clearance Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Vehicle E�ension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 182 519 307 670 723 614 234 236
v/s Ratio P'rot 0.00 0.06 c0.05 0.04 0.03 0.10 c0.10
v/s Ratio Perm 0.01 c0.12 c0,11
v/c Ratio 0.07 0.43 0.59 0.16 0.07 0.29 0.68 0.70
Uniform Delay, d1 23.0 25.1 18,5 20.8 12.5 13.6 26.5 26.6
Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 0.2 0.6 2.8 0.1 0.2 1.2 8.0 8.7
Delay (s) 23.2 25.7 21.4 20.9 12.7 14.8 34.5 35.3
Level of Service C C C C B B C D
Approach Delay (s) 25.6 21.1 14.5 34.9
Approach LOS C C B C
HCM Average Control Delay
HCM Volume to Capacity ratio
Actuated Cycle Length (s)
Intersection Capacity Utilization
Analysis Period (min)
c Critical �ane Group
5/9/2007
22.9
0,45
64.7
46.0%
15
HCM Level af Service
Surri of lost time (s)
ICU Level of Service
C�7
12.0
A
Synchro 6 Report
Page 1
TDI
Existing (2007) P.M. Peak Hour Norris Marketplace Traffic Study
HCM Unsignalized Intersection Capacity Analysis 6: Belden Blvd & HadleyAve
�
'� --�. 'i� i'' +- �,`- �*1 t �' �" � �
Lane Configurations � �i �► �"� �
Sign Control Stop Stop Free Free
Grade 0% 0% 0% 0%
Volume (veh/h) 9 19 56 100 29 46 98 227 33 28 270 10
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92
Hourly flow rate (vph) 10 21 61 109 32 50 107 247 36 30 293 11
Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare (veh)
Median rype None None
Median storage veh)
Upstream signal (ft) 378
pX, platoon unblocked
vC, conflicting volume 762 855 299 909 843 141 304 283
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol 762 855 299 909 843 141 304 283
tC, single (s) 7.5 6.5 6.9 7.5 6.5 6.9 4.1 4.1
tC, 2 stage (s)
tF (s) 3.5 4.0 3.3 3.5 4,0 3.3 2.2 22
p0 queue free % 96 92 91 40 88 94 92 98
cM capacity (veh/h) 232 268 697 181 267 881 1253 1277
Volume Total 91 109 82 230 159 335
Volume Left 10 109 0 107 0 30
Volume Right 61 0 50 0 36 11
cSH 439 181 466 1253 1700 1277
Volume to Capacity 0.21 0.60 0.17 0.08 0.09 0.02
Queue Length 95th (ft) 19 82 16 7 0 2
Control Delay (s) 15.4 50.8 14.4 4.2 0.0 0.9
Lane LOS C F B A A
Approach Delay (s) 15.4 35.2 2.5 0.9
Approach LOS C E
� . --.� . �,;,�,�� ,_
Average Delay 9.S
Intersection Capacity Utilization 48,7% ICU Level of Service A
Analysis Period (min) 15
5/9/2007 Synchro 6 Report
Page 1
TDI
Existing (2007) P.M. Peak Hour Norris Marketplace Traffic Study
HCM Unsignalized Intersection Capacity Analysis 9: Grange Blvd & Westem Site Access
�� �
'� -► 'i► �i' � �` � t �' �" ,� �
Lane Configurations � '� � '� ]� c� �
Sign Control Free • Free Stop Stop
Grade 0% 0% 0% 0%
Volume (veh/h) 11 175 0 0 202 59 0 0 0 82 0 17
Peak Hour Factor 0,92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92
Hourly flow rate (vph) 12 190 0 0 220 64 0 0 0 89 0 18
Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare (veh)
Median type None None
Median storage veh)
Upstream signal (ft) , 413
pX, platoon unblocked
vC, conflicting volume 284 190 452 498 190 434 434 220
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol 284 190 452 498 190 434 434 220
tC, single (s) 4.1 4.1 7.1 6.5 6.2 7.1 6.5 6.2
tC, 2 stage (s)
tF (s) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3
p0 queue free % 99 100 100 100 100 83 100 98
cM capac'ity (veh/h) 1279 1384 502 470 852 529 510 820
Volume Total 12 190 0 220 64 0 108
Volume Left 12 0 0 0 0 0 89
Volume Right 0 0 0 0 64 0 18
cSH 127'9 1700 1700 1700 1700 1700 563
Volume to Capacity 0.01 0.11 0.00 0.13 0.04 0.00 0,19
Queue Length 95th (ft) 1 0 0 0 0 0 18
Control Delay (s) 7.8 0.0 0.0 0.0 0.0 0.0 12.9
Lane LOS A A B
Approach Delay (s) 0.5 0.0 0.0 12.9
Approach LOS A B
'�.. . F" y � ; .5
l .
Average Delay 2.5 ,
Intersection Capacity Utilization 22.9% ICU Level of Service A
Analysis Period (min) 15
5/9/2007 Synchro 6 Report
Page 2
TDI
Existing (2007) P.M. Peak Hour Norris Marketplace Traffic Study
HCM Unsignalized Intersection Capacity Analysis 12: Mall Dvwy & HadleyAve
�' � � T 1 �
Lane Configurations � �'� �'�r
Sign Control Stop Free Free
Grade 0% 0% 0%
Volume (veh/h) 9 28 18 430 378 18
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92
Hou�ly flow rate (vph) 10 30 20 467 411 20
Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare (veh)
Median type None
Median storage veh)
Upstream signal (ft) 146
pX, piatoon unblocked
vC, conflicting volume 693 215 430
vC1, stage 1 conf vol
vC2, stage 2 conf voi
vCu, unblocked vol 693 215 430
tC, single (s) 6.8 6.9 4.1
tC, 2 stage (s)
tF (s) 3.5 3.3 2.2
p0 queue free % 97 96 98
cM capacity (veh/h) 371 790 1125
Volume Total 40 175 312 274 157
Volume Left 10 20 0 0 0
Volume Right 30 0 0 0 20
cSH 619 1125 1700 1700 1700
Volume to Capacity 0.06 0.02 0.18 0.16 0.09
Queue Length 95th (ft) 5 1 0 0 0
Control Delay (s) 11.2 1.1 0.0 0.0 0.0
Lane LOS B A
Approach Delay (s) 11.2 0.4 0.0
Approach LOS B
�c s -
Average Delay 0.7
Intersection Capacity Utilization 35.1% ICU Level of Senrice A
Analysis Period (min) 15
5/9/2007 Synchro 6 Report
Page 3
TDI
Existing (2007) P.M. Peak Hour Norris Marketplace Traffic Study
HCM Unsignalized Intersection Capacity Analysis 15: Holiday Dvwy & Hadley Ave
� � T � � l
�ane Conflgurations � �� a'�
Sign Control Stop Free Free
Grade 0% 0% 0%
Volume (veh/h) 26 10 380 59 10 370
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92
Hourly flow rate (vph) 28 11 413 64 11 402
Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare (veh)
Median type None
Median storage veh)
Upstream signal (ft) 245 •
pX, platoon unblocked
vC, conflicting volume 668 239 477
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol 668 239 477
tC, single (s) 6.8 6.9 4,1
tC, 2 stage (s)
tF (s) 3.5 3.3 2.2
p0 queue free % 93 99 99
cM capacity (veh/h) 388 763 1081
Volume Total 39 275 202 145 268
Volume Left 28 0 0 11 0
Volume Right 11 0 64 0 0
cSH 449 1700 1700 1081 1700
Volume to Capacity 0.09 0.16 0.12 0.01 0.16
Queue Length 95th (ft) 7 0 0 1 0
Control Delay (s) 13.8 0.0 0.0 0.7 0.0
Lane LOS B A
Approach Delay (s) 13.8 0.0 0.2
Approach LOS B
Average Delay 0.7
Intersection Capacity Utilization 27.4% ICU Level of Service A
Analysis Period (min) 15
5/9/2007 Synchro 6 Report
Page 4
TDI
Existing (2007) P.M. Peak Hour Norris Marketplace Traffic Study
HCM Signalized Intersection Capacity Analysis 3: Grange Blvd & HadleyAve
�' --r� �i r� .-- �` *1 1 l�` �*' �► 'd
�ane Configurations � �� � �� �' � �i �
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time (s) 4.0 4.0 4.0 4,0 4.0 4.0 4.0 4.0
Lane Util. Factor 1.00 0.95 1.00 0.95 1.00 1.00 0.95 0.95
Frt 1,00 0.99 1.00 0.91 1.00 0,85 1.00 0.99
Flt Protected 0.95 1.00 0.95 1.00 0.98 1.00 0.95 0.96
Satd. Flow (prot) 1770 3515 1770 3215 1833 1583 1681 1697
Flt Permitted 0.35 1.00 0.42 1.00 0.98 1.00 0.95 0.96
Satd. Flow (perm) 659 3515 787 3215 1833 1583 1681 1697
Volume (vph) 19 233 11 373 271 425 14 29 212 403 55 9
Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92
Adj. Flow (vph) 21 253 12 405 295 462 15 32 230 438 60 10
RTOR Reduction (vph) 0 5 0 0 315 0 Q 0 177 0 2 0
Lane Group Flow (vph) 21 260 0 405 442 0 0 47 53 250 256 0
Turn Type pm+pt pm+pt Split Perm Split
Protected Phases 7 4 3 8 2 2 6 6
Permitted Phases 4 8 2
Actuated Green, G(s) 14.9 13.0 28.1 22.2 16.1 16.1 13.8 13,8
Effective Green, g(s) 14.9 13.0 28.1 22,2 16.1 16.1 13.8 13.8
Actuated g/C Ratio 0.21 0.19 0.40 0.32 0.23 0.23 0.20 0.20
Clearance Time (s) 4,0 4.0 4.0 4.0 4.0 4.0 4.0 4,0
Vehicle Extension (s) 3,0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 170 653 472 1020 422 364 331 335
v/s Ratio Prot 0.00 0.07 c0.14 0.14 0.03 0.15 c0.15
v/s Ratio Perm 0.02 c0.21 c0.03
vlc Ratio 0.12 0.40 0.86 0.43 0.11 0.15 0.76 0.77
Uniform Delay, d1 21.9 25.1 17.1 18.9 21.3 21.5 26.5 26.6
Pragression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 0.3 0.4 14.3 0.3 0.5 0.8 9.4 10.0
Delay (s) 22.3 25.5 31.4 19.2 21.8 22.3 35.9 36.6
Level of Service C C C B C C D D
Approach Delay (s) 25.2 23.4 22.2 36.3
Approach LOS C C C D
HCM Average Control Delay
HCM Volume to Capacity ratio
Actuated Cycle Length (s)
Intersection Capacity Utilization
Analysis Period (min)
c Critical Lane Group
26.4
0.63
70.0
57.0%
15
HCM Level of Service
Sum of lost time (s)
ICU Level of Service
C
12.0
B
5/9/2007 Synchro 6 Report
Page 1
TDI
2009 No-Build A.M. Peak Hour Norris Marketplace Traffic Study
HCM Unsignalized intersection Capacity Analysis 6: Belden Blvd & Hadley Ave
'� --► � i' "� � �1 T l� � j '�
Lane Configurations � � � �'� �
Sign Controi Stop Stop Free Free
Grade 0% 0% 0% 0%
Volume (veh/h) 0 30 60 70 10 20 30 110 60 30 160 0
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92
Hourly flow rate (vph) 0 33 65 76 11 22 33 120 65 33 174 0
Pedestrians _
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare (veh)
Median type None None
Median storage veh)
Upstream signai (ft) 378
pX, platoon unblocked
vC, conflicting volume 391 489 174 538 457 92 174 185
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol 391 489 174 538 457 92 174 185
tC, single (s) 7.5 6.5 6.9 7.5 6.5 6.9 4.1 4.1
tC, 2 stage (s)
tF (s) 3.5 4.0 3,3 3.5 4.0 3.3 2.2 2.2
p0 queue free % 100 93 92 79 98 98 98 98
cM capacity (veh/h) 502 456 839 359 476 947 1400 1387
- - , - -
Volume Total 98 76 33 92 125 207
Volume Left 0 76 0 33 0 33
Volume Righf 65 0 22 0 65 0
cSH 656 359 712 1400 1700 1387
Volume to Capacity 0.15 0.21 0.05 0.02 0.07 0.02
Queue Length 95th (ft) 13 20 4 2 0 2
C4ntrol Delay (s) 11.5 17.7 10.3 2.8 0.0 1.4
Lane LOS B C B A A
Approach Delay (s) 11.5 15.5 1.2 1.4
Approach LOS B C
Average Delay 5.3
Intersection Capacity Utilization 36.5% ICU Level of Service A
Analysis Period (min) 15
5/9/2007 Synchro 6 Report
Page 1
TDI
2009 No-Build A.M. Peak Hour Norris Marketplace Traffic Study
HCM Unsignalized Intersection Capacity Analysis 9: Grange Blvd & Western Site Access
�' -�► 'i► r� � �` '"1 � /'` ti' � �
Lane Configurations � '� � � � � c�
Sign Control Free Free Stop Stop
Grade 0°/a 0% 0% 0%
Volume (veh/h) 0 220 0 0 70 0 0 0 0 10 0 0
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92
Hourly flow rate (vph) 0 239 0 0 76 0 0 0 0 11 0 0
Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare (veh)
Median type None None
Median storage veh)
Upstream signal (ft) 413
pX, platoon unblocked
vC, conflicting volume 76 239 315 315 239 315 315 76
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol 76 239 315 315 239 315 315 76
tC, single (s) 4.1 4.1 7.1 6.5 6.2 7.1 6,5 6.2
tC, 2 stage (s)
tF (s) 2.2 2.2 3.5 4.0 3.3 3,5 4.0 3.3
p0 queue free % 100 100 100 100 100 98 100 100
cM capacity (veh/h) 1523 1328 637 601 800 637 601 985
' " � 'F _
Volume Total 0 239 0 76 0 0 11
Volume Left 0 0 0 0 0 0 11
Volume Right 0 0 0 0 0 0 0
cSH 1700 1700 1700 1700 1700 1700 637
Volume to Capacity 0.00 0.14 0.00 0.04 0.00 0.00 0.02
Queue Length 95th (ft) 0 0 0 0 0 0 1
Control Delay (s) 0.0 0.0 0.0 0.0 0.0 0.0 10.7
Lane LOS A B
Approach Delay (s) 0.0 0.0 0.0 10.7
Approach LOS A B
,�
NR '
Average Delay 0.4
Intersection Capacity Utilization 21.6% ICU Level of Service A
Analysis Period (min) 15
5J9l2007 Synchro 6 Report
Page 2
TDI
2009 No-Build A.M. Peak Hour Norris Marketplace Traffic Study
HCM Unsignalized Intersection Capacity Analysis 12: Mall Dvwy & Hadley Ave
� � � � 1 �
Lane Configurations � FTT T'F�
Sign Control Stop Free Free
GrBde 0% 0% 0%
Volume (veh/h) 0 0 0 270 310 0
Peak Hour Factor 0,92 0.92 0.92 0.92 0.92 0.92
Hourly flow rate (vph) 0 0 0 293 337 0
Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare (veh)
Median type None
Median storage veh)
Upstream signal (ft) 146
pX, platoon unblocked
vC, conflicting volume 484 168 337
vC1, stage 1 conf vol
vC2, stage 2 conf vo!
vCu, unblocked vol 484 168 337
tC, single (s) 6.8 6.9 4.1
tC, 2 stage (s)
tF (s) 3.5 3.3 2.2
p0 queue free °/a 100 100 100
cM capacity (veh/h) 512 846 1219
Volume Total 0 98 196 225 112
Volume Left � 0 0 0 0 0
Volume Right 0 0 0 0 0 .
cSH 1700 1219 1700 1700 1700
Volume to Capacity 0.00 0.00 0.12 0.13 0.07
Queue Length 95th (ft) 0 0 0 0 0
Control Delay (s) 0.0 0.0 0.0 0.0 0.0
Lane LOS A
Approach Delay (s) 0.0 0.0 0.0
Approach LOS A
Average Delay 0.0
Inkersection Capacity Utilization 11.9% ICU Level of Service A
Analysis Period (min) 15
5/9/2007 Synchro 6 Report
Page 3
TDI
20Q9 No-Build A.M. Peak Hour Norris Marketplace Traffic Study
HCM Unsignalized Intersection Capacity Analysis 15: Holiday Dvwy & HadleyAve
�' ''� 1` /"' �► l
Lane Configurations � T'� 4TT
Sign Control Stop Free Free
Grade 0°/a 0% 0%
Volume (veh/h) 40 10 190 80 20 270
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92
Hou�iy flow rate (vph) 43 11 207 87 22 293
Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right tum flare (veh)
Median type None
Median storage veh)
Upstream signal (ft) 245
pX, platoon unblocked
vC, conflicting volume 440 147 293
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol 440 147 293
tC, single (s) 6.8 6.9 4.1
tC, 2 stage (s)
tF (s) 3.5 3.3 2.2
p0 queue free % 92 99 98
cM capacity (veh/h) 536 874 1265
Volume Total 54 138 156 120 196
Volume Left 43 0 0 22 0
Volume Right 11 0 87 0 0
cSH 581 1700 1700 1265 1700
Volume to Capacity 0.09 0.08 0.09 0.02 0.12
Queue Length 95th (ft) 8 0 0 1 0
Control Delay (s) 11.8 0.0 0.0 1.6 0.0
Lane LOS B A
Approach Delay (s) 11.8 0.0 0.6
Approach LOS B
. -��
Average Delay 1.3
Intersection Capacity Utilization 29.2% ICU Level of Service A
Analysis Period (min) 15
5/9/2007 Synchro 6 Report
Page 4
TDI
2009 No-Build A.M. Peak Hour Norris Marketplace Traffic Study
HCM Signalized Intersection Capacity Analysis 3: Grange Blvd & HadleyAve
-
-�` -► �`t � "- �`` � � I ' �. ,� .�
l.ane Configurations � �� '� �� �1' � � �
IdeaiFlow(vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Lane Util. Factor 1.00 0.95 1.00 0.95 1.00 1.00 0.95 0.95
Frt 1.00 1.00 1.00 0.89 1.00 0.85 1.00 1.00
Fit Protected 0.95 1.00 0.95 1.00 1.00 1.00 0.95 0.96
Satd. Flow (prot) 1770 3539 1770 3146 1863 1583 1681 1696
Flt Permitted 0.57 1.00 0.46 1.00 1.00 1.00 0.95 0.96
Satd. Flow (perm) 1067 3539 851 3146 1863 1583 1681 1696
Volume (vph) 10 220 0 180 70 200 0 60 370 290 20 0
Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0,92 0.92 0.92 0.92
Adj. Fiow (vph) 11 239 0 196 76 217 0 65 402 315 22 0
RTOR Reduction (vph) 0 0 0 0 156 0 0 0 228 0 � 0
Lane Group Fiow (vph) 11 239 0 196 137 0 0 65 174 164 173 0
Turn Type pm+pt pm+pt Split Perm Split
Protected Phases 7 4 3 8 2 2 6 6
Permitted Phases 4 8 2
Actuated Green, G(s) 13.8 12.9 23.9 19.0 20.2 20.2 11.4 11.4
Effective Green, g(s) 13.8 12.9 23.9 19.0 2Q.2 20.2 11.4 11.4
Actuated g/C Ratio 0.20 0.19 0.35 0.28 0.30 0.30 0.17 0.17
Clearance Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 228 676 397 886 558 474 284 286
v/s Ratio Prot 0.00 0.07 c0.05 0.04 0.03 0.10 c0.10
v/s Ratio Perm 0.01 c0.12 c0.11
v/c Ratio 0.05 0.35 0.49 0.15 0.12 0.37 0.58 0.60
Uniform Delay, d1 21.5 23.7 16.0 18.2 17.2 18.6 25.8 26.0
Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 0.1 0.3 1.0 0.1 0.4 2.2 2.8 3.6
Delay (s) 21.6 24.0 . 17.0 18.3 17.6 20.8 28.7 29.6
Level of Service C C 6 B B C C C
Approach Delay (s) 23.9 17.8 20.4 29.1
Approach LOS C B C C
_ � .... - - -
HCM Average Control Delay 22.0 HCM Level of Service C
HCM Volume to Capacity ratio 0.46
Actuated Cycle Length (s) 67.5 Sum of lost time (s) 12.0
Intersection Capacity Utilization 47.5% ICU Level of Service A
Analysis Period (min) 15
c Critical Lane Group
5/9/2007 Synchro 6 Report
Page 1
TDI
2009 No-Build P.M. Peak Hour Norris Marketplace TrafFc Study
HCM Unsignalized Intersection Capacity Analysis 6: Belden Blvd & Hadley Ave
.
.� --. �► � '- � - � t � � 1 �
l.ane Configurations � � '� �"� �
Sign Control Stop Stop Free Free
Grade 0% 0% 0% 0%
Volume (veh/h) 10 20 60 110 30 50 100 300 30 30 280 10
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92
Houriy flow rate (vph) 11 22 65 120 33 54 109 326 33 33 304 11
Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare {veh)
Median type None None
Median storage veh)
Upstream signal (ft) 378
pX, platoon unblocked
vC, conflicting volume 826 951 310 1011 940 179 315 359
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol 826 951 310 1011 940 179 315 359
tC, single (s) 7.5 6.5 6.9 7.5 6.5 6.9 4.1 4.1
tC, 2 stage (s)
tF (s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2
p0 queue free % 95 91 90 20 86 93 91 97
cM capacity (veh/h) 202 229 686 149 233 833 1242 1197
Volume Total 98 120 87 272 196 348
Volume Left 11 120 0 109 0 33
Volume Right 65 0 54 0 33 11
cSH 401 149 423 1242 1700 1197
Volume to Capacity Q.24 0,80 0.21 0.09 0.12 0.03
Queue Length 95th (ft) 24 128 19 7 0 2
Control Delay (s) 16.8 88.4 15.7 3.7 0.0 1.0
Lane LOS C F C A A
Approach Delay (s) 16.8 57.8 2.2 1.0
Approach LOS C F
Average Delay 13.3
Intersection Capacity Utilization 51.9% ICU Level of Service A
Analysis Period (min) 15
5/9/2007 Synchro 6 Report
Page 1
TDI
2009 No-Build P.M. Peak Hour Norris Marketplace Traffic Study
HCM Unsignalized Intersection Capacity Analysis 9: Grange Blvd & Westem Site Access
'� -► � �,' "�`_ !, "`1 T 1 �► j '�
Lane Configurations � '� � '� � �r �
Sign Control Free Free Stop Stop
Grade 0% 0% 0% 0%
Volume (veh/h) 10 190 0 0 240 60 0 0 0 90 0 20
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92
Hourly flow rate (vph) 11 207 0 0 261 65 0 0 0 98 0 22
Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare (veh)
Median type None None
Median storage veh)
Upstream signa) (ft) 413
pX, platoon unblocked
vC, conflicting volume 326 207 511 554 207 489 489 261
vC1, stage 1 canf vol
vC2, stage 2 conf vol
vCu, unblocked vol 326 207 511 554 207 489 489 261
tC, single (s) 4.1 4.1 7.1 6.5 6.2 7.1 6.5 6.2
tC, 2 stage (s)
tF (s) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3
p0 queue free % 99 100 100 100 100 80 100 97
cM capacity (veh/h) 1234 1365 457 436 834 486 475 778
Volume Total 11 207 0 261 65 0 120
Volume Left 11 0 0 0 0 0 98
Volume Right 0 0 0 0 65 0 22
cSH 1234 1700 1700 1700 1700 1700 522
Volume to Capacity 0.01 0.12 0.00 0.15 0.04 0.00 0,23
Queue Length 95th (ft) 1 0 0 0 0 0 22
Control Delay (s) 7.9 0.0 0.0 0.0 0.0 0.0 13.9
Lane LOS A A B
Approach Delay (s) 0.4 0.0 0.0 13.9
Approach LOS A B
Average Delay 2.6
Intersection Capacity Utilization 25.5% ICU Level of Service A
Analysis Period (min) 15
5/9/2007 Synchro 6 Report
Page 2
TDI
2009 No-Build P.M. Peak Hour Norris Marketplace Traffic Study
HCM Unsignalized Intersection Capacity Analysis 12 Mall Dvwy & Hadle Ave
-� � � t l �
Lane Configurations � ,�� �'�
Sign Control Stop Free Free
Grade 0% 0% 0%
Volume (veh/h) 10 30 20 470 450 20
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92
Houriy flow rate (vph) 11 33 22 511 489 22
Pedestrians
Lane Wdth (ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare (veh)
Median type None
Median storage veh)
Upstream signal (ft) 146
pX, platoon unblocked
vC, conflicting volume 799 255 511
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol 799 255 511
tC, single (s) 6.8 6.9 4.1
tC, 2 stage (s)
tF (s) 3.5 3.3 2.2
p0 queue free % 97 96 98
cM capacity (veh/h) 316 744 1051
Volume Total 43 192 341 326 185
Volume Left 11 22 0 0 0
Volume Right 33 0 0 0 22
cSH 556 1051 1700 1700 1700
Volume to Capacity 0.08 0,02 0.20 0.19 0.11
Queue Length 95th (ft) 6 2 0 0 0
Controi Delay (s) 12.0 1.1 0.0 0.0 0.0
Lane LOS B A
Approach Delay (s) 12,0 0.4 0.0
Approach LOS B
�.. ,.��.
Average Delay 0.7
Inte�section Capacity Utilization 37.7% ICU Level of Service A
Analysis Period (min) 15
5/9/2007 Synchro 6 Report
- Page 3
TDI
2009 No-Build P.M. Peak Hour Norris Marketplace Traffic Study
HCM Unsignalized Intersection Capacity Analysis 15: Holiday Dvwy & Hadley Ave
r�' '�- �` 1` �► 1
Lane Configurations � �'� c�'�
Sign Control Stop Free Free
Grade 0% 0% 0%
Volume (vehlh) 3d 10 420 60 10 440
Peak Hour Factor 0.92 0,92 0.92 0.92 0.92 0.92
Hourly flow rate (vph) 33 11 457 65 11 478
Pedestrians
lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare (veh)
Median type None
Median storage veh)
Upstream signal (ft) 245
pX, platoon unblocked
vC, conflicting volume 750 261 522
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol 750 261 522
tC, single (s) 6.8 6.9 4.1
tC, 2 stage (s)
tF (s) 3.5 3.3 2.2
p0 queue free % 91 99 99
cM capacity (veh/h) 343 738 1041
Volume Total 43 304 217 170 319
Volume Left 33 0 0 11 0
Volume Right 11 0 65 0 0
cSH 396 1700 1700 1041 1700
Volume to Capacity 0.11 0.18 0.13 0.01 0.19
Queue Length 95th (ft} 9 0 0 1 0
Control Delay (s) 15.2 0.0 0.0 0.6 0.0
Lane LOS C A
Approach Delay (s) 15.2 0.0 0.2
Approach LOS C
Average Delay 0.7
Intersection Capacity Utilization 29.3% ICU Level of Service A
Analysis Period (min) 15
5/9/2007 Synchro 6 Report
Page 4
TDI
2009 No-Build P.M. Peak Hour Norris Marketplace Traffic Study
HCM Signalized Intersection Capacity Analysis 3: Grange Blvd & Hadley Ave
, ��
-� -► �r r�' '- � ''� t l' �► j ,�
�ane Configurations � �►� � �� �' � � �
ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time (s) 4.0 4.0 4.0 4,0 4.0 4.0 4.0 4.0
Lane Util. Factor 1.00 0.95 1.00 0.95 1.00 1.00 0.95 0.95
Frt 1.00 0.99 1.00 0.91 1.00 0.85 1.00 0.99
Flt Protected 0.95 1.00 0.95 1.00 0.99 1.00 0.95 0.97
Satd. Flow (prot) 1770 3519 1770 3215 1840 1583 1681 1698
Flt Pennitted 0.33 1.00 0.41 1.00 0.99 1.00 0.95 0.97
Satd. Flow (perm) 611 3519 756 3215 1840 1583 1681 1698
Volume (vph) 20 250 10 390 280 440 10 30 220 410 60 10
Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0,92 0,92 0.92
Adj. Flow (vph) 22 272 11 424 304 478 11 33 239 446 65 11
RT�R Reduction (vph) 0 4 0 0 325 0 0 0 184 0 2 0
Lane Group Flow (v 22 279 0 424 457 0 0 44 55 256 264 0
Turn Type pm+pt pm+pt Split Perm Split
Protected Phases 7 4 3 8 2 2 6 6
Permitted Phases 4 8 2
Actuated Green, G(s) 15.2 13.3 28.4 22.5 16.1 16.1 14.0 14.0
Effective Green, g(s) 15.2 13.3 28.4 22.5 16.1 16.1 14.0 14.0
Actuated g/C Ratio 0.22 0.19 0.40 0.32 0.23 0.23 0.20 0.20
Clearance Time (s) 4.0 4.0 4.Q 4.0 4.0 4.0 4.0 4,0
Vehicie Extension (s) 3.0 3,0 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 163 664 464 1026 420 362 334 337
v/s Ratio Prot 0.00 0.08 c0.14 0.14 0.02 0.15 c0.16
v/s Ratio Perm 0.03 c0.22 c0.03
v/c Ratio ' 0.13 0:42 0.91 0.44 0.10 0.15 0.77 0.78
Uniform Delay, d1 22.0 25.2 17.8 19.0 21.5 21.7 26.7 26.8
Progression Factor 1.00 1.OQ 1.00 1.00 1.00 1.0� 1.00 1.00
tncremental Delay, d2 0.4 0.4 22.3 0.3 0.5 0,9 10.1 11,2
Delay (s) 22.3 25.6 40.1 19.4 22.0 22.6 36.8 38.0
Level of Service C C D B C C D D
Approach Delay (s) 25.4 26.7 22.5 37.4
Approach LOS C C C D
HCM Average Controi Delay 28.4 HCM Level of Service C
HCM Volume to Capacity ratio 0.66
Actuated Cycle Length (s) 70.5 Sum of lost time (s) 12.0
Intersection Capacity Utilization 58.7% ICU Level of Service B
Analysis Period (min) 15
c Critical Lane Group
5/9/2007 Synchro 6 Repo�t
Page 1
TDI
2009 Buiid - A.M. Peak Hour Norris Marketplace Traffic Study
HCM Unsignalized Intersection Capacity Analysis 6: Belden Blvd & HadleyAve
�
�' -• � � '~ � � t � �► ♦ �
�ane Configurations � � � a'� �
Sign Control Stop Stop Free Free
Grade 0% 0% 0% 0%
Volume (veh/h) 0 30 60 70 10 20 30 120 60 30 180 0
Peak Hour Factor 0.92 0,92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92
Hourly flow rate (vph) 0 33 65 76 11 22 33 130 65 33 196 0
Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare (veh)
Median type None None
Median storage veh)
Upstream signal (ft) 378
pX, platoon unblocked
vC, conflicting volume 418 522 196 571 489 98 196 196
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol 418 522 196 571 489 98 196 196
tC, single (s) 7.5 6.5 6.9 7.5 6.5 6.9 4.1 4.9
tC, 2 stage (s)
tF (s) 3.5 �4.0 3.3 3.5 4.0 3.3 2.2 2.2
p0 queue free % 100 93 92 77 98 98 98 98
cM capacity (veh/h) 480 436 813 338 456 939 1375 1375
Volume Total 98 76 33 98 130 228
Volume Left 0 76 0 33 0 33
Volume Right 65 0 22 0 65 0
cSH 631 338 694 1375 1700 1375
Volume to Capacity 0.15 023 0.05 0.02 0.08 0.02
Queue Length 95th (ft) 14 21 4 2 0 2
Control Delay {s) 11.7 18.7 10.4 2.7 0.0 1.3
Lane LOS B C B A A
Approach Delay (s) 11.7 16.2 1.2 1.3
Approach LOS B C
r�
Average Delay 5.2
Intersection Capacity Utilizatio� 37.8% ICU Level of Service A
Analysis Period (min) 15
5/9/2007 Synchro 6 Report
Page 1
TDI
2009 Build - A.M. Peak Hour Norris Marketplace Traffic Study
HCM Unsignalized Intersection Capacity Analysis 9: Grange Blvd & Western Site Access
-� -• � � *- � � T � �► 1 �
Lane Configurations � '� � � �' �, �S
Sign Control �ree Free Stop Stop
Grade 0% 0% 0% 0%
Volume (veh/h) 0 210 30 90 40 0 40 0 40 10 0 0
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92
Hourly flow rate (vph) 0 228 33 98 43 0 43 0 43 11 0 0
Pedestrians
Lane Width (ft)
Walking Speed (ft/s}
Percent Blockage
Right turn flare (veh)
Median type None None
Median storage veh)
Upstream signal (ft) 413
pX, platoon unblocked
vC, conflicting volume 43 261 484 484 245 511 500 43
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol 43 261 484 484 245 511 500 43
tC, single (s) 4.1 4.1 7.1 6.5 6.2 7.1 6.5 6.2
tC, 2 stage (s)
tF (s) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3
p0 queue free % 100 92 91 100 95 97 100 100
cM capacity (veh/h) 1565 1304 465 447 794 422 437 9027
Volume Total 0 261 98 43 0 87 11
Volume Left 0 0 98 0 0 43 11
Volume Right 0 33 0 0 0 43 0
cSH 1700 1700 13Q4 1700 1700 587 422
Volume to Capacity 0.00 0.15 0.08 0.03 0.00 0.'i5 0.03
Queue Length 95th (ft) 0 0 6 0 0 13 2
Control Delay (sj 0.0 0.0 8.0 0.0 0.0 12.2 13.8
Lane LOS A B B
Approach Delay (s) 0.0 5.5 12.2 13,8
Approach LOS B B
Average Delay 4A
Intersection Capacity Utilization 32.0% ICU Level of Service A
Analysis Period (min} 15
5/9/2007 Synchro 6 Report
Page 2
TDI
2009 Build - A.M. Peak Hour Norris Marketplace Traffic Study
HCM Unsignalized Intersection Capacity Analysis 12: Mall Dvwy. & Hadley Ave
� � � � � �
Lane Configurations �j�► �'� �'� '
Sign Control Stop Free Free
Grade 0% 0% 0%
Volume (veh/h) 0 0 0 290 330 0
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92
Hourly flow rate (vph) 0 0 0 315 359 0
Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare (veh)
Median type None
Median storage veh)
Upstream signal (ft) 146
pX, platoon unblocked
vC, conflicting volume 516 179 359
vC1, stage 1 confvol
vC2, stage 2 conf vol
vCu, unblocked vol 516 179 359
tC, single (s) 6.8 6.9 4.1
tC, 2 stage (s)
tF (s) 3.5 3.3 2.2
p0 queue free % 100 100 100
cM capacity (veh/h) 488 833 1197
Volume 7otal 0 105 210 239 120
Volume Left 0 0 0 0 0
Volume Right 0 0 0 0 0
cSH 1700 1197 1700 1700 1700
Volume to Capacity 0,00 0.00 0.12 0.14 0.07
Queue Length 95th (ft) 0 0 0 0 0
Control Delay (s) 0.0 0.0 0.0 0.0 0.0
Lane LOS A
Approach Delay (s) 0.0 0.0 0.0
Approach LOS A
Average Delay 0.0
Intersection Capacity Utilization 12.5% ICU Level of Service A
Analysis Period (min) 15
5/9/2007 Synchro 6 Report
Page 3
TDI
2009 Buiid - A.M. Peak Hour Norris Marketplace Traffic Study
HCM Unsignalized lntersection Capacity Analysis 15: Holiday Dvwy & Hadley Ave
r�' '�- 1` r` �► ♦
Lane Configurations � �'� �'T
Sign Control Stop Free Free
Grade 0% 0% 0%
Volume (veh/h) 40 10 210 80 20 290
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92
Hourly flow rate (vph) 43 11 228 87 22 315
Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare (veh)
Median type None
Median storage veh)
Upstream signal (ft) 245
pX, platoon unblocked
vC, conflicting volume 473 158 315
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol 473 158 315
tC, single (s) 6.8 6.9 4.1
tC, 2 stage (s)
tF (s) 3.5 3.3 2.2
p0 queue free % 91 99 98
cM capacity (veh/h) 511 860 1242
Volume Total 54 152 163 127 210
Votume Left 43 0 0 22 0
Volume Right 11 0 87 4 0
cSH 556 1700 1700 1242 1700
Volume to Capacity 0.10 0.09 0.10 0.02 0.12
Queue Length 95th (ft) 8 0 0 1 0
Control Delay (s) 12.2 0.0 0.0 1.5 0.0
Lane LOS B A
Approach Delay (s) 12.2 0.0 0.6
Approach LOS B
Average Delay 1.2
Intersection Capacity Utilization 30.3% ICU Level of Service A
Analysis Period (min) 15
5/9/2007 Synchro 6 Report
Page 4
TDI
2009 Build - A.M. Peak Hour Norris Marketplace Traffic Study
HCM Unsignalized Intersection Capacity Analysis 16; Norris Site Access & Hadley Ave
� � � T � �
Lane Configurations � �'+� '�'�r
Sign Control Stop Free Free
Grade 0% 0% 0%
Volume (veh/h) 40 40 40 430 190 80
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92
Hourly flow rate (vph) 43 43 43 467 207 87
Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage �
Right turn flare (veh)
Median type None
Median storage veh)
Upstream signal (ft) 375
pX, platoon unblocked
vC, conflicting volume 571 147 293
vC1, stage 1 confvol
vC2, stage 2 conf vol
vCu, unblocked vol 571 147 293
tC, single (s} 6.8 6.9 4.1
tC, 2 stage (s)
tF (s) 3.5 3.3 2.2
p0 queue free % 90 95 97
cM capacity (veh/h) 436 874 1265
Volume Total 87 199 312 138 156
Volume Left 43 43 0 0 0
Volume Right 43 0 0 0 87
cSH 581 1265 1700 1700 1700
Volume to Capacity 0.15 0.03 0.18 0.08 0.09
Queue Length 95th (ft) 13 3 0 0 0
Control Delay (s) 12.3 2.0 0.0 0.0 0.0
Lane LOS B A
Approach Delay (s) 12.3 0.8 0.0
Approach LOS B
- t _
Average Delay 1,6
Intersection Capacity Utilization 35.5% ICU Level of Service A
Analysis Period (min) 15
5/9/2007 Synchro 6 Report
Page 5
TDI
2009 Build - A.M. Peak Hour Norris Marketplace Traffic Study
HCM Unsignalized Intersection Capacity Analysis 18 SeniorAccess N& NadleyAve
� � � T 1 �
Lane Configurations 1 'y� c�'� �''�
Sign Control Stop Free Free
Grade 0% 0% 0%
Volume (veh/hj 10 0 0 460 220 10
Peak Mour Factor 0.92 0.92 0.92 0.92 0.92 0.92
Houriy flow rate (vph) 11 0 0 500 239 11
Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage .
Right turn flare (veh)
Median type None
Median storage veh)
Upstream signal (ft) 655
pX, platoon unblocked
vC, conflicting volume 495 125 250
vC1, stage 1 confvol
vC2, stage 2 conf vol
vCu, unblacked vol 495 125 250
tC, single (s) 6.8 6.9 4.1
tC, 2 stage (s)
tF (s) 3.5 3.3 2,2
p0 queue free % 98 100 100
cM capacity (veh/h) 504 902 1313
Volume Total 11 167 333 159 91
Volume Left 11 0 0 d 0
Volume Right 0 0 0 0 11
cSH 504 1313 1700 1700 1700
Volume to Capacity 0.02 0.00 0.20 0.09 0.05
Glueue Length 95th (ft) 2 0 0 0 0
Control Delay (s) 12.3 0.0 0.0 0.0 0.0
Lane LOS B
Approach Delay (s) 12.3 0.0 0.0
Approach LOS B
�_
Average Delay 0.2
Intersection Capacity Utilization 22.7% ICU �evel of Service A
Analysis Period (min) 15
5/9/2007 Synchro 6 Report
Page 6
TDI
2009 Build - A.M. Peak Hour Norris Marketplace Traffic Study
HCM Unsignalized Intersection Capacity Analysis 20: Senior Access S& Hadley Ave
�
-a' `�r "'� t �► �
Lane Configurations 'y� a''F '�'F�
Sign Control Stop Free Free
Grade 0% 0% 0%
Volume (veh/h) 0 0 0 460 220 0
Peak Hour Factor 0.92 0.92 0.92 0.92 0,92 0.92
Hourly flow rate (vph) 0 0 0 500 239 0
Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare (veh)
Median type None
Median storage veh)
Upstream signal (it) 1055
pX, platoon unblocked
vC, conflicting volume 489 120 239
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol 489 120 239
tC, single (s) 6.8 6.9 4.1
tC, 2 stage (s)
tF (s) 3.5 3.3 2.2
p0 queue free % 100 100 100
cM capacity (veh/h) 508 909 1325
Volume Total 0 167 333 159 80
Volume Left 0 0 0 0 0
Volume Right 0 0 0 0 0
cSH 1700 1325 1700 1700 1700
Volume to Capacity 0.00 0.00 0.20 0.09 0.05
Queue Length 95th (ft) 0 0 0 0 0
Control Qelay (s) 0.0 0.0 0.0 0.0 0.0
Lane LOS A
Approach Delay (s) 0.0 0.0 0.0
Approach LOS A
Average Delay 0.0
Intersection Capacity Utilization 16.0% ICU Levei of Service A
Analysis Period (min) 15
5/9/2007 Synchro 6 Report
Page 7
TDI
2009 Build - A.M. Peak Hour Norris Marketplace Traffic Study
HCM Signalized Intersection Capacity Analysis 3: Grange Blvd & HadleyAve
.� --. �, � '~ � � t � � 1 �'
�ane Configurations � ►�� �i �� a' � 'i �
Ideal Flow (vphpl) 1900 1900 1900 1900 9900 1900 1900 1900 1900 1900 1900 1900
Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Lane Util. Factor 1.00 0.95 1,00 0.95 1.00 1.00 0.95 0.95
Frt 1.00 1.00 1.00 0,91 1.00 0.$5 1.00 0.99
Flt Protected 0.95 1.00 0.95 1.00 1.00 1.00 0.95 0.96
Satd. Flow (prot) 1770 3539 1770 3207 1863 1583 1681 1690
Flt Permitted 0.54 1.00 0.43 1,00 1.00 1.00 0.95 0.96
Satd. Flow (perm) 1012 3539 799 3207 1863 1583 1681 1690
Volume (vph) 20 240 0 240 120 200 0 70 400 290 30 10
Peak-hour factor, PHF 0.92 0,92 0.92 0.92 0.92 0.92 0,92 0.92 0.92 0.92 0.92 0.92
Adj. Flow (vph) 22 261 0 261 130 217 0 76 435 315 33 11
RTOR Reduction (vph) 0 0 0 0 157 0 0 0 223 0 3 0
Lane Group Flow (vph) 22 261 0 261 190 0 0 76 212 178 178 0
Turn Type pm+pt pm+pt Split Perm Split
Protected Phases 7 4 3 8 2 2 6 6
Permitted Phases 4 8 2
Actuated Green, G(s) 14.3 12.5 24.5 18.7 19.1 19.1 11.6 11.6
Effective Green, g(s) 14.3 12.5 24.5 18.7 19.1 19.1 11.6 11.6
Actuated g/C Ratio 0.21 0.19 0.36 028 0.28 0.28 0.17 0.17
Clearance Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4,0 4.0
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 236 658 407 892, 530 450 290 292
v/s Ratio Prot 0.00 0.07 cQ.08 0.06 0.04 c0.11 0.11
v/s Ratio Perm 0.02 c0.16 c0.13
v/c Ratio 0.09 0.40 0.64 0.21 0.14 0.47 0.61 0.61
Uniform Delay, d1 21.1 2�4.0 16.1 18.6 17.9 19.9 25,7 25.7
Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
lncremental Delay, d2 0.2 0.4 3.4 0.1 0.6 3.5 3.8 3.6
Delay (s) 21.3 24.4 19.5 18.7 18.5 23.4 29.5 29.3
Level of Service C C B B B C C C
Approach Delay (s) 24.2 19.1 22.7 29.4
Approach LOS C B C C
HCM Average Control Delay 23.0 HCM Level of Service C
HCM Volume to Capacity ratio 0.57
Actuated Cyc�e Length (s) 67.2 Sum of lost time (s) 12.0
Intersection Capacity Utilization 50.5% ICU Level of Service A
Analysis Period (min) 15
c Critical Lane Group
5/9/2007 Synchro 6 Report
Page 1
TDI
2009 Build - P.M. Peak Hour Norris Marketplace Traffic Study
HCM Unsignalized Intersection Capacity Anal�sis 6: Belden Blvd & HadleyAve
-�' -► 'i �' '- � ""� t /` �► �► �
Lane Configurations � � '� �"� �►
Sign Control Stop Stop Free Free
Grade 0% 0% 0% 0%
Volume (veh/h) 10 20 60 110 30 50 100 330 30 30 300 10
Peak Hour Factor 0,92 0.92 0.92 0.92 0.92 0.92 0,92 0.92 0.92 0.92 0.92 0.92
Hourly flow rate (vph) 11 22 65 120 33 54 109 359 33 33 326 11
Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare (veh)
Median type None None
Median storage veh)
Upstream signal (ft) 378
pX, platoon unblocked
vC, conflicting volume 864 1005 332 1065 995 196 337 391
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol 864 1005 332 1065 995 196 337 391
tC, single (s) 7.5 6.5 6.9 7.5 6.5 6.9 4.1 4.1
tC, 2 stage (s)
tF (s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2
p0 queue free % 94 90 90 11 85 93 91 97
cM capacity (veh/h) 187 212 664 134 216 813 1219 1164
Volume Total 98 120 87 288 212 370
Volume Left 11 120 0 109 0 33
Volume Right 65 0 54 0 33 11
cSH 378 134 399 1219 1700 1164
Volume to Capacity 0.26 0.89 0.22 0.09 0.12 0.03
Queue Length 95th (ft) 25 146 20 7 0 2
Control Delay (s) 17.8 113.7 16.5 3.6 0.0 1.0
Lane LOS C F C A A
Approach Delay {s) 17.8 72.8 2.1 1 A
Approach LOS C F
�,_ -
Average Delay 15.5
Intersection Capacity Utilization 53.8% ICU Level of Seroice A
Analysis Period (min) 15
5/9/2007 Synchro 6 Report
Page 1
TDI
2009 Build - P.M. Peak Hour Norris Marketplace Traffic Study
HCM Unsignalized intersection Capacity Analysis 9: Grange Blvd & Western Site Access
�' -► `�r i' � '�, "'� t t'"' � � �
Lane Configurations � "� � � � �r c�
Sign Control Free Free Stop Stop
Grade 0% 0% 0% 0%
Volume (veh/h) 10 180 20 90 210 60 50 0 70 90 0 20
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92
Hourly flow rate (vph) 11 196 22 98 228 65 54 0 76 98 0 22
Pedestrians
Lane Wdth (ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare (veh)
Median type None None
Median storage veh)
Upstream signal (ftj 413
pX, platoon unblocked
vC, conflicting volume 293 217 674 717 207 717 663 228
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol 293 217 674 717 207 717 663 228
tC, single (s) 4.1 4.1 7.1 6.5 6.2 7.1 6.5 6.2
tC, 2 stage (s)
tF (s) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3
p0 queue free % 99 93 84 100 91 67 100 97
cM capacity (veh/h) 1268 1352 337 327 834 294 351 811
Volume Total
Volume Left
Volume Right
cSH
Volume to Capacity
Queue Length 95th (ft)
Control Delay (s)
Lane LOS
Approach Delay (s)
Approach LOS
11
11
0
1268
0.01
1
7.9
A
0.4
217
0
22
1700
0.13
0
0.0
98
98
0
1352
0.07
6
7.9
A
2.0
228
0
0
1700
0.13
0
0.0
65
0
65
1700
0.04
0
0.0
130
54
76
516
0.25
25
14.3
B
14.3
B
120
98
22
332
0.36
40
21,8
C
21.8
C
Average Delay 6,1
Intersection Capacity Utilization 36.9% ICU Level of Service A
Analysis Period (min) 15
5/9/2007 Synchro 6 Report
Page 2
TQI
2009 Build - P.M. Peak Hour Norris Marketplace Traffic Study
HCM Unsignalized Intersection Capacity Analysis 12: Mall Dvwy & Hadley Ave
-� `�► � T 1 �
a � ���
Lane Configurations ►� �''� � �`'�
Sign Control Stop Free Free
Grade 0% 0% 0%
Volume (veh/h) 10 30 20 500 470 20
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92
Houriy flow rate (vph) 11 33 22 543 511 22
Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare (veh)
Median type None
Median storage veh)
Upstream signal (ft) 146
pX, platoon unblocked
vC, conflicting volume 837 266 533
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol 837 266 533
tC, single (s) 6.8 6.9 4,1
tC, 2 stage (s)
tF (s) 3.5 3.3 2.2
p0 queue free °/a 96 96 98
cM capacity (veh/h) 299 732 1031
Volume Total 43 203 362 341 192
Volume Left 11 22 0 Q 0
Volume Right 33 0 0 0 22
cSH 537 1031 1700 1700 1700
Volume to Capacity 0.08 0.02 0.21 0.20 0.11
Queue Length 95th (ft) 7 2 0 0 0
Control Delay (s) 12.3 1.1 0.0 0.0 0.0
Lane LOS B A
Approach Delay (s) 12.3 0.4 0.0
Approach LOS B
`� - ���� - ����``.��` x����`��.�'���� �' ��
- _ . _ , .� . ... . _
Average Delay 0.7
Intersection Capaciry Utilization 38.5% ICU Level of Service A
Analysis Period (min) 15
5/9/2007 Synchro 6 Report
Page 3
TDI
2009 Build - P.M. Peak Hour Norris Marketplace Tra�c Study
HCM Unsignalized Intersection Capacity Analysis 15: Holiday Dvwy & Hadley Ave
,�' '� T I` �► 1
Lane Configurations �` �'� c�'�`
Sign Control Stop Free Free
Grade 0% 0% 0%
Volume (veh/h) 30 10 450 60 10 460
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92
Hourly flow rate (vph) 33 11 489 65 11 500
Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare (veh)
Median type None
Median storage veh)
Upstream signal (ft) 245
pX, platoon unblocked
vC, conflicting volume 793 277 554
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol 793 277 554
tC, single (s) 6.8 6.9 4.1
tC, 2 stage (s)
tF (s) 3.5 3.3 2.2
p0 queue free % 90 98 99
cM capacity (veh/h) 322 720 1012
Volume Total 43 326 228 178 333
Volume Left 33 0 0 11 0
Volume Right 11 0 65 0 0
cSH 374 1700 1700 1012 1700
Volume to Capacity 0.12 0.19 0.13 0.01 0.20
Queue Length 95th (ft) 10 0 0 1 0
Control Delay (s) 15.9 0.0 0.0 0.6 0.0
Lane LOS C A
Approach Delay (s) 15.9 0.0 0.2
Approach LOS C
- .. �
Average Delay 0.7
Intersection Capacity Utilization 29.9% ICU Level of Service A
Analysis Period (min) 15
5/9/2007 Synchro 6 Report
Page 4
TDI
2009 Build - P.M. Peak Hour Norris Marketplace Traffic Study
HCM Unsignalized Intersection Capacity Analysis 16: Norris Site Access & HadleyAve
�' � � t 1 �
Lane Configurations � �'� �'�r
Sign Control Stop Free Free
Grade 0% 0% 0%
Volume (veh/h) 70 50 40 260 450 70
Peak Hour Factor 0.92 0.92 0,92 0.92 0.92 0.92
Hourly flow rate (vph) 76 54 43 283 489 76
Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare (veh)
Median type None
Median storage veh)
Upstream signal (ft) 375
pX, platoon unblocked
vC, conflic#ing volume 755 283 565
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol 755 283 565
tC, single (s) 6.8 6.9 4.1
tC, 2 stage (s)
tF (s) 3.5 3.3 2.2
p0 queue free % 77 92 96
cM capacity (veh/h) 329 714 1003
Volume Total 130 138 188 326 239
Volume Left 76 43 0 0 0
Volume Right 54 0 0 0 76
cSH 425 1003 1700 1700 1700
Volume to Capacity 0.31 0.04 0.11 0.19 0.14
Queue Length 95th (ft) 32 3 0 0 0
Control Delay (s} 17.2 3.0 0.0 0.0 O.Q
Lane LOS C A
Approach Delay (s) 17.2 1.3 0.0
Approach LO5 C
Average Delay 2.6
Intersection Capacity Utilization 40.0% ICU Level of Service A
Analysis Period (min) 15
5/9/2007 Synchro 6 Report
Page 5
7DI
2009 Build - P.M. Peak Hour Norris Marketplace Traffic Study
HCM Unsignalized Intersection Capacity Analysis 18: SeniorAccess N& HadleyAve
� � � � � �
Lane Configurations � a'T '�'�
Sign Control Stop Free Free
Grade 0% 0% 0%
Volume (veh/h) 10 0 0 290 490 10
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92
Hourly flow rate {vph) 11 0 0 315 533 11
Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare (veh)
Median type None
Median storage veh)
Upstream signal (ft) 655
pX, platoon unblocked
vC, con8icting volume 696 272 543
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol 696 272 543
tC, single (s) 6.8 6.9 4.1
tC, 2 stage (s)
tF (s) 3.5 3.3 2.2
p0 queue free % 97 100 100
cM capacity (veh/h) 376 726 1022
Volume 7otal 11 105 210 355 188
Volume Left 11 0 0 0 0
Volume Right 0 0 0 0 11
cSH 376 1022 1700 1700 1700
Volume to Capacity 0.03 0.00 0.12 0.21 0.11
Queue Length 95th (ft) 2 0 0 0 0
Control Delay (s) 14.9 0.0 0.0 0.0 0.0
Lane LOS B
Approach Delay (s) 14.9 0.0 0.0
Approach LOS B
x -
Average Delay 0.2
Intersection Capacity Utilization 23.9% ICU Level of Service A
Analysis Period (min) 15
5/9/2007 Synchro 6 Report
Page 6
TDI
2009 Build - P.M. Peak Hour Norris Marketplace Traffic Study
HCM Unsignalized Intersection Capacity Analysis 20 SeniorAccess S& Hadley Ave
� � � t � �
Lane Configurations � �'� �'�
Sign Control Stop Free Free
Grade 0% 0% 0%
Volume (veh/h) 0 0 0 290 490 0
Peak Hour Factor 0.92 0,92 0.92 0.92 0.92 0.92
Hourly flow rate (vph} 0 0 0 315 533 0
Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare (veh)
Median rype None
Median storage veh)
Upstream signal (ft) 1055
pX, platoon unblocked
vC, conflicting volume 690 266 533
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol 690 266 533
tC, single (s) 6.8 6.9 4.1
tC, 2 stage (s)
tF (s) 3.5 3.3 2.2
p0 queue free % 100 100 100
cM capacity (veh/h) 379 732 1031
Volume 7otal 0 105 210 355 178
Volume Left 0 0 0 0 0
Volume Right 0 0 0 0 0
cSH 1700 1031 1700 1700 1700
Volume to Capaciry 0.00 0.00 0.12 0.21 0.10
Queue Length 95th (ft) 0 0 0 0 0
Control Delay (s) 0.0 0.0 0.0 0.0 0.0
Lane LOS A
Approach Delay (s) 0,0 0.0 0.0
Approach LOS A
Average Delay
Intersection Capacity Utilization
Analysis Period (min)
5/9/2007
0.0
16.9% ICU Level of Senrice A
15
Synchro 6 Report
Page 7
TDI
2009 Build - P.M. Peak Hour Norris Marketplace Traffic Study
HCM Signalized Intersection Capacity Analysis 3: Grange Blvd & Hadley Ave ,
-''� -► "`� �i' � � '� t I' �► � "'�
Lane Configurations � �'� � �'� �' � '� �,
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4,0 4.0 4.0
Lane Util. Factor 1.00 0.95 1.00 0.95 1.00 1.00 0.95 0.95
Frt 1.00 1.00 1.00 0.91 1.00 0.85 1.00 0.99
Fit Protected 0.95 1.00 0.95 1.00 0,99 1.00 0.95 0.97
Satd. Flow (prot) 1770 3522 1770 3236 1847 1583 1681 1694
Flt Permitted 0.34 1.00 0.35 1.00 0.99 1.00 0.95 0.97
Satd. Flow (perm) 627 3522 644 3236 1847 1583 1681 1694
Volume (vph) 30 300 10 440 330 440 10 50 270 410 70 20
Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92
Adj. Flow (vph) 33 326 11 478 359 478 11 54 293 446 76 22
RTOR Reduction (vph) 0 3 0 0 294 0 0 0 232 0 4 0
Lane Group Flow (vph) 33 334 0 478 543 0 0 65 61 268 272 0
Turn Type pm+pt pm+pt Split Perm Split
Protected Phases 7 4 3 8 2 2 fi 6
Permitted Phases 4 8 2
Actuated Green, G(s) 15.7 14.fi 34.7 29.6 16.1 16.1 14.8 14.8
Effective Green, g(s) 15,7 14.6 34.7 29.6 16.1 16.1 14.8 14.8
Actuated g/C Ratio 0.20 0.19 0.45 0.38 0.21 0.21 b.19 0.19
Clearance Time (s) 4,0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 143 663 522 1234 383 328 321 323
v/s Ratio Prot 0.00 0.09 c0.19 0.17 0.04 0.16 c0.16
v/s Ratio Perm 0.04 c0.22 c0.04
v/c Ratfo 0.23 0.50 0.92 0.44 0.17 0.19 0.83 0.84
Uniform Delay, d1 25.2 28.2 16.8 17.8 25.3 25.3 30.2 30.3
Pragression Factor 1.00 1.0� 1.00 1.00 1,00 1.00 1.00 1.00
incremental Delay, d2 0.8 0.6 20.7 0.3 1.0. 1.2 16.8 17.7
Delay (s) 26.0 28.9 37.6 18.1 26.2 26.6 47.1 48.0
Level of Service C C D B C C D D
Approach Delay (s) 28.6 25,2 26.5 47.5
Approach LOS C C C D
" %�' . k
HCM Average Control Delay 30.5 HCM Level of Service C
MCM Volume to Capacity ratio 0.71
Actuated Cycle Length (s) 77.6 Sum of lost time (s) 12.0
Intersection Capacity Utilization 63.5% ICU Level of Service B
Analysis Period (min) 15
c Critical Lane Group
5/9/2007 Synchro 6 Report
Page 1
TDI
A endix C
Micro-Simulation Analysis
2009 Build - A.M. Peak Hour Norris Marketplace Traffic Study
SimTra�c Simulation Summary s/s/2oo7
Summary of All Intervals
Run Number � 1 2 3 4 5 Avg
Start Time 6:57 6:57 6:57 6:57 6:57 6:57
End Time 8:00 8:00 8:00 8:00 8:00 8:00
Total Time (min) 63 63 63 63 63 63
Time Recorded (min) 60 60 60 60 60 60
# of Intervals 2 2 2 2 2 2
# of Recorded Intvis 1 1 1 1 1 1
Vehs Entered 1971 1897 1946 1864 2007 1937
Vehs Exited 1966 1891 1927 1837 1980 1920
Starting Vehs 53 54 45 44 43 47
Ending Vehs 58 60 64 71 70 61
Denied Entry Before 0 0 0 1 0 0
Denied Entry After 0 0 0 0 0 0
Travel Distance (mi) 1211 1161 1180 1138 1220 1182
Travel Time (hr) 53.9 50.3 52.6 50.5 53.8 52.2
Total Delay (hr) 11.8 9.9 11.3 10.7 11.1 10.9
Total Stops 1872 1664 1793 1674 1826 1767
Fuel Used (gal) 84.3 77.3 84.1 81.2 90.7 83,5
Interval #0 Information Seeding
Sta�t Time 6:57
End Time 7:00
Total Time (min) 3
Volumes adjusted by Growth Factors.
No data recorded this interval.
Interval #1 lnformation Recording
Sta�t 7ime 7:00
End Time 8;00
Total Time (min) 60
Volumes adjusted by Growth Factors.
Run Number f 1 2 3 4 5 Avg
Vehs Entered 1971 1897 1946 1864 2007 1937
Vehs Exited 1966 1891 1927 1837 1980 1920
Starting Vehs 53 54 45 44 43 47
Ending Vehs 58 60 64 71 70 61
Denied Entry Before 0 0 0 1 0 0
Denied Entry After 0 0 0 0 0 0
Travel Distance (mi) 1211 1161 1180 1138 1220 1182
Travel Time (hr) 53.9 50.3 52.6 50.5 53.8 52.2
Total Delay (hr) 11.8 9.9 11.3 10.7 11.1 10.9
Total Stops 1872 1664 1793 1674 1826 1767
Fuel Used (gal) 84.3 77.3 84.1 81.2 90.7 83.5
MPS SimTra�c Report
Page 1
TDI
2009 Build - A.M. Peak Hour Norris Marketplace Traffic Study
SimTraffic PerFormance Report 5/9/2007
3: Grange Blvd & Hadley Ave PerFormance by movement
Movement F EBL EBT WBL WBT W8R NBT NBR SBL SBT SBR All
Total Delay (hr) 0.1 1.6 2.4 0.6 0.2 0.3 0.8 1.7 0.2 0.0 8.0
Delay / Veh (s) 20.5 24.7 36.1 19.7 4.3 16.4 6.7 20.0 20.6 11.1 17.5
Stop Delay (hr) 0.1 1.4 1.9 0.5 0.1 0.3 0.6 1.6 0.2 0.0 6.7
St DeWeh (s) 18.2 21.0 29.7 14.1 2.4 13.7 4.9 18.7 18.1 10.5 14.5
Total Stops 16 189 252 74 133 45 282 203 21 8 1223
StopNeh 0.84 0.80 1.07 0.63 0.66 0.62 0.67 0.65 0.70 0.80 0.74
Travel Dist (mi) 1.4 17.7 94.3 46.2 80.7 4.7 27.3 7.4 0.7 0.2 280.7
Travel Time (hr) 0.2 2.3 5,3 2.0 2.8 0.5 2.0 2.1 0.2 0.0 17.5
Denied Entry Before 0 0 0 0 0 0 0 0 0 0 0
Denied Entry After 0 0 0 0 0 0 0 0 0 0 0
6: Belden Blvd & Hadley Ave Performance by movement
Movement EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT . All
Total Delay (hr) 0.1 0.1 0.2 0.0 0.0 0.0 0.0 0.0 0.0 0.1 0.6
Delay / Veh (s) 9.5 4.3 9.6 8.7 4.3 2.1 0.3 0.2 3.7 1.5 3.1
Stop Delay (hr) 0.1 0.1 0.1 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.3
St DeWeh (s) 5,7 3.3 6.6 4.8 2.9 0.6 0.0 0.1 1.0 0.2 1.7
Total Stops 34 65 70 12 23 6 0 1 7 2 220
StopNeh 1.00 1.00 1.00 1.00 1.00 0.21 0.00 0.02 0.24 0.01 0.34
Travel Dist (mi) 8.3 16.0 25.5 4.2 8.2 0.7 3.1 1.6 7.5 48.1 123.1
Travel Time (hr) 0,4 0.7 1.1 0.2 0.3 0.1 0.1 0.1 0.3 1.7 4.9
Denied Entry Before 0 0 0 0 0 0 0 0 0 0 0
Denied Entry After 0 0 0 0 0 0 0 0 0 0 0
9: Grange Blvd & Western Site Access Performance by movement
Movement EBT EBR WBL WBT NBL NBR SBL All
Total Delay (hr) 0.1 0.0 0.1 0.0 0.1 0.0 0.0 0.3
Delay / Veh (s) 1.1 0.6 4.8 1.4 6.4 3.3 4.9 2.5
Stop Delay (hr) 0.0 0.0 0,0 0.0 0.1 0.0 0.0 0.2
St DeWeh (s) 0.2 0.2 1.3 0.2 6.2 3.6 4.7 1.3
Total Stops 0 0 24 0 38 40 11 113
StopNeh 0.00 0.00 0.27 0.00 1.00 1.00 1.00 0.25
Travel Dist (mi) 33.9 5.5 7.1 3.2 2.1 2.2 0.2 54.1
Travel Time (hr) 1,2 0.2 0.4 0.1 0.2 0.2 0.0 2.4
Denied Entry Before 0 0 0 0 0 0 0 0
Denied Entry After 0 0 0 0 0 0 0 0
MPS SimTra�c Report
Page 2
TDI
2009 Build - A.M. Peak Hour Norris Marketplace Traffic Study
SimTraffic PerFormance Report 5/9/2007
12: Mall Dvwy & Hadley Ave Performance by movement
Mavement � NBT SBT AI{
Total Delay (hr) 0.1 0.2 0.3
Delay / Veh (s) 0.6 2.4 1.6
Stop Delay (hr) 0,0 0.2 0.2
St DeWeh (s) 0.2 1.6 1.0
Total Stops 0 35 35
StopNeh 0.00 0.10 0.05
7ravel Dist (mi) 7.1 5.8 13.0
Travel Time (hr) 0.5 0.5 0.9
Denied Entry Before 0 0 0
Denied Entry After 0 0 0
15: Holiday Dvwy & Hadley Ave Performance by movement
Movement I. WBL WBR NBT NBR SBL SBT Alt
Total Delay (hr) 0.1 0.0 0.0 0.0 0.0 0.1 0.3
Delay / Veh (s) 6.3 3.4 0.3 0.0 3.8 1.5 1.4
Stop Delay (hr) 0.1 0.0 0.0 0.0 0.0 0.1 02
St DeWeh (s) 6.1 3.5 0.0 0.0 2.4 0.9 1.0
Total Stops 44 11 0 0 8 19 82
StopNeh 1.00 1.00 0.00 0.00 0.42 0.06 0.12
Travel Dist (mi) 1,9 0.5 3.4 1.3 0.5 8.1 15.7
Travel Time (hr) 0.2 0.0 0.1 0.1 0.0 0.5 1.0
Denied Entry Before 0 0 0 0 0 0 0
Denied Entry After 0 0 0 0 0 0 0
16: Norris Site Access & Hadley Ave PerFormance by movement
Movement I: EBL EBR NBL NBT SBT SBR All
Total Delay (hr) 0.1 0.0 0.0 0.1 0.0 0.0 0.3
Delay / Veh (s) 6.3 2.9 3.0 0.5 0.9 0.9 1.1
Stop Delay (hr) 0.1 0.0 0.0 0.0 0.0 0.0 0.1
St DeWeh (s) 6.1 3.2 0.9 0.0 0.2 0.2 0.6
�'otal Stops 39 35 10 2 0 0 86
StopNeh 1.00 1.00 0.26 0.00 0.00 0.00 0.10
Travel Dist (mi) 1.1 1.0 2.1 23.9 13.4 5.7 47.0
Travel Time (hr) 0.1 0.1 0.1 0.9 0.6 0.3 2.2
Denied Entry Before 0 0 0 0 0 0 0
Denied Entry After 0 0 0 0 0 0 0
MPS SimTra�c Report
Page 3
TDI
2009 Build - A.M. Peak Hour Norris Marketplace Traffic Study
SimTraffic Performance Report 5/9/2007
18: Senior Access N& Hadley Ave Performance by movement
Movement I. EBL NBT SBT SBR All
Total Delay (hr) 0.0 0.0 0.0 0.0 0.1
Delay / Veh (s) 5.5 0.3 0.3 0.1 Q.3
Stop Delay (hr) 0.0 0.0 0.0 0.0 0.0
St DeWeh (s) 5.4 0.0 0.0 0.0 0.1
Total Stops 8 0 0 0 8
StopNeh 1.00 0.00 0.00 0.00 0.01
Travel Dist (mi) 0.5 36.5 11.0 0.5 48.6
Travel Time (hr) 0.0 1.3 0.4 0.0 1.8
Denied Entry Before 0 0 0 0 0
Denied Entry After 0 0 0 0 0
20: Senior Access S& Hadley Ave Performance by movement
Movement � NBT SBT Ail
Total Delay (hr) 0.0 0.0 0.1
Delay / Veh (s) 0, 3 0.2 0.3
Stop Delay (hr) 0,0 0.0 0.0
St DeWeh (s) 0.1 0.0 0.1
Total Stops 0 0 0
StopNeh 0,00 0.00 0.00
7ravel Dist (mi) 41.8 15.9 57.7
Travel Time (hr) 1.5 0.6 2.1
Denied Entry Before 0 0 0
Denied Entry After 0 0 0
Total Nefin►ork Pertormance
�
Total Delay (hr) 10.9
Delay ! Veh (s) 20.4
Stop Delay (hr) 7.7
St DeWeh (s) 14.4
Total Stops 1767
StopNeh 0.92
Travel Dist (mi) 1182,1
Travel Time (hr) 52.2
Denied Entry Before 0
Denied Entry After 0
MPS
Sim7ra�c Report
Page 4
TDI
2009 Build - A.M. Peak Hour Norris Marketplace Traffic Study
Queuing and Blocking Report 5�9/2007
Intersection: 3: Grange Blvd & Hadley Ave
Movement � EB EB EB WB WB WB NB NB SB SB
Directions Served L T TR L T TR LT R L LTR
Maximum Queue (ft) 41 114 112 236 177 78 78 160 78 78
Average Queue (ft) 14 61 57 119 56 41 37 81 68 61
95th Queue (ft) 37 95 94 204 125 65 72 137 84 89
Link Distance (ft) 339 339 2097 2097 290 290 71 71
Upstream Blk Time (%) 18 11
Queuing Penalty (veh) 30 19
Storage Bay Dist (ft) 200 300
Storage Blk Time (%) 0
Queuing Penalty (veh) 0
Intersection: 6: Belden Blvd & Hadley Ave
Movement f EB WB WB NB NB SB
Directions Served LTR L TR LT TR 1.7R
Maximum Queue (ft) 76 60 35 39 19 62
Average Queue (ft) 35 33 20 6 1 9
95th Queue {ft) 60 58 43 26 9 37
Link Distance (ft) 1297 1912 76 76 1331
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft) 200
Storage Blk Time (%)
Queuing Penalty (veh)
Intersection:! 9: Grange Blvd & Western Site Access
Movement � WB NB SB
Directions Served L LR LR
Maximum Queue (ft) 73 73 23
Average Queue (ft) 21 33 7
95th Queue (ft) 56 59 25
Link Distance (ft} 289 100
Upstream Blk 7ime (%)
Queuing Penalty (veh)
Storage Bay Dist (ft) 200
Storage Blk 7ime (%)
Queuing Penalty (veh)
MPS SimTra�c Report
Page 5
TDI
2009 Build - A.M. Peak Hour Norris Marketplace Traffic Study
Queuing and Blocking Report 5/9�2007
Intersection: 12: Mall Dvwy & Hadley Ave
Movement . � SB SB
Directions Served T 7R
Maximum Queue (ft) 55 51
Average Queue (ft) 21 14
95th Queue (ft) 52 45
Link Distance (ft) 34 34
Upstream Blk Time (%) 9 5
Queuing Penalty (veh) 15 8
Storage Bay Dist (ft)
Storage Blk Time (%)
Queuing Penalty (veh)
Intersection: 15: Holiday Dvwy & Hadley Ave
Movement � WB SB SB
Directions Served LR LT T
Maximum Queue (ft) 71 79 75
Average Queue (ft) 31 18 7
95th Queue (ft) 56 54 36
Link Distance (ft) 232 76 76
Upstream Blk 7ime (°/a) 0 0
Queuing Penalty (veh) 1 0
Storage Bay Dist (ft)
Storage Blk Time (%)
Queuing Penalty (veh)
Intersection: 16: Norris Site Access & Hadley Ave
Movement p ES NB SB
Directions Served LR LT TR
Maximum Queue (ft) 68 54 4
Average Queue (ft) 34 91 0
95th Queue (ft) 57 40 3
Link Distance (ft) 144 223 290
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)
Storage Blk 7ime (%)
Queuing Penalty (veh)
MPS SimTra�c Report
Page 6
TDI
2009 Build - A.M. Peak Hour
Norris Marketplace Traffic Study
Queuing and Report 5/9/2007
Intersection: 18: Senior Access N& Hadley Ave
Movement � EB
Directions Served LR
Maximum Queue (ft) 37
Average Queue (ft) 8
95th Queue (ft) 31
Link Distance (ft) 329
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)
Storage Blk Time (%)
Queuing Pena{ry (veh)
Intersection: 20: Senior Access S& Hadley Ave
Movement
Directions Served
Maximum Glueue (ft)
Average Queue {ft)
95th Queue (ft)
Link Distance (ft)
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)
Storage BIk Time (%)
Queuing Penalty (veh)
Nework Summary
Network wide Queuing Penalty: 73
MPS
Sim7raffic Report
Page 7
TDI
2009 Build - P.M. Peak Hour Norris Marketplace Traffic Study
SimTraffic Simulation Summary 5�s�2oo7
Summary of All Intervals
Run Number �. 1 2 3 4 5 Avg
Staft Time 4:57 4:57 4:57 4:57 4:57 4:57
End 7ime 6:00 6;00 6:00 6:00 6:00 6:00
Total Time (min) 63 63 63 63 63 63
Time Recorded (min) 60 60 60 60 60 60
# of Intervals 2 2 2 2 2 2
# of Recorded Intvls 1 1 1 1 1 1
Vehs Entered 2684 2725 2791 2761 2731 2739
Vehs Exited 2694 2700 2780 2779 2715 2735
Starting Vehs 82 73 90 101 65 79
Ending Vehs 72 98 101 83 81 86
Denied Entry Before 0 0 1 1 0 0
Denied Entry After 0 0 2 0 0 0
Travel Distance (mi) 1650 1672 1690 1713 1669 1679
Travel Time (hr) 81.9 83.6 84.2 84.1 79.7 82.7
Total Delay (hr) 24.5 25.8 25.3 24.5 21.9 24.4
Total Stops 2904 2955 3028 2913 2710 2900
Fuel Used (gal) 120,7 124.1 122.9 124.8 118.5 122.2
Interval #0 Information Seeding
Start Time 4:57
End Time 5:00
Total Time (min) 3
Volumes adjusted by Growth Factors.
No data recorded this interval.
Interval #1 Information Recording
Start Time 5:00 �
End Time 6:00
Total Time (min) 60
Volumes adjusted by Growth Factors.
Run Number ! 1 2 3 4 5 Avg
Vehs Entered 2684 2725 2791 2761 2731 2739
Vehs Exited 2694 2700 2780 2779 2715 2735
Starting Vehs 82 73 90 101 65 79
Ending Vehs 72 98 101 83 81 86
Denied Entry Before 0 0 1 1 0 0
Denied Entry After 0 0 2 0 0 0
Travel Distance (mi) 1650 1672 1690 1713 1669 1679
Travel Time (hr) 81.9 83.6 84.2 84.1 79.7 82.7
Total Delay (hr) 24.5 25.8 25.3 24.5 21.9 24.4
Total Stops 2904 2955 3028 2913 2710 2900
Fuel Used (gal) 120.7 124.1 122.9 124.6 118.5 122.2
MPS SimTra�c Report
Page 1
TDI
2009 Build - P.M. Peak Hour Norris Marketplace Tra�c Study
SimTraffic Performance Report 5�s�2oo7
3: Grange Bivd & Hadley Ave Performance by movement
Movemsnt i EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Total Delay (hr) 0.2 2.4 0.0 6.8 2.5 1.4 0.1 0.4 0.5 2.7 0.5 0.1
Delay / Veh (s) 19.1 29.3 13.2 55.1 27.2 11.4 24.9 30.4 6.7 25.1 26.7 19.5
Stop Delay (hr) 0.1 2.1 4.0 5.3 1.6 0.7 0.1 0.4 0.4 2.6 0.5 0.1
St DeWeh (s) 16.7 25.3 11.6 43.2 17.3 5.8 22.9 27.2 5.5 23.9 24,5 18.9
Total Stops 24 243 $ 622 230 276 8 39 202 200 34 12
StopNeh 0.83 0.81 0.73 1.40 0.69 0.65 0.80 0.80 0.75 0.52 0.50 0.60
Travel Dist (mi) 2.2 22.5 0.8 177.0 132.3 169.3 0.6 3.2 17.6 9.1 1.6 0.5
Travel Time (hr) 0.3 3.3 0.1 12.3 6.4 6.8 0.1 0.5 1.3 3.2 0.6 0.1
Denied Entry Before 0 0 0 0 0 0 0 0 0 0 0 0
Denied Entry After 0 0 0 0 0 0 4 0 0 0 0 0
3: Grange Bivd & Hadley Ave Performance by movement
Movement ; All
Total Delay (hr) 17,6
Delay / Veh (s) 27.0
Stop Delay (hr) 13.9
St DeWeh (s) 21.3
Total Stops 1898
StopNeh 0.81
Travel Dist (mij 536,9
T�avel Time (hr) 35.1
Denied Entry Before 0
Denied Entry After 0
MPS SimTraffic Report
Page 2
TDI
2009 Buiid - P.M. Peak Hour Norris Marketplace Traffic Study
SimTraffic PerFormance Report 5/9/2007
6: Belden Blvd & Hadley Ave Performance by movement
Movement � EBL EBT EBR WSL WBT WBR NBL NBT NBR SBL SBT SBR
Total Delay (hr) 0,0 0.1 0.1 0.7 0.1 0,1 0.1 0.0 0.0 0.0 0.3 0.0
Delay / Veh (s) 11.1 18.5 8.3 24.5 15.0 8.4 3.0 0.4 0.1 5.2 3.2 3.1
Stop Delay (hr) 0,0 0.1 0.1 0.6 0.1 0.1 O.Q 0.0 0.0 0.0 0.1 0.0
St DeWeh (s) . 9.3 14.7 7.6 20.8 9.4 5.9 1.4 0.0 0.0 1.8 0.7 1.8
Total Stops 8 17 56 104 31 54 31 1 0 12 14 1
StopNeh 1.00 1.00 1.02 1.01 0.97 1.00 0.31 0.00 0,00 0.43 0.05 0.10
Travel Dist (mi) 1.9 4.1 13.7 37.7 11.4 19.5 2.5 8.1 0.7 7.1 73.7 2.5
Travel Time (hr) 0.1 0.2 0.6 2.0 0.5 0.8 0.2 0.3 0.0 0.3 2.8 U.1
Denied Entry Before 0 0 0 0 0 0 0 0 0 0 0 0
Denied Entry After 0 0 0 0 0 0 0 0 0 0 0 0
6: Belden Blvd & Hadley Ave Performance by movement
Movement i All
Total Delay (hr) 1.6
Delay / Veh (s) 5.5
Stop Delay (hr) 1.1
St DeWeh (s) 3.7
Total Stops 329
StopNeh 0.31
Travel Dist (mi) 182.9
Travel Time (hr) 8.1
Denied Entry Before 0
Denied Entry After 0
9: Grange Blvd & Western Site Access Performance by movement
Movement k EBL EBT EBR WBL WBT WBR NBL NBR SBL SBR All
Total Delay (hr) 0.0 0,1 0.0 0.1 0.1 0.0 0.1 0,1 0.2 0.0 0.7
Delay / Veh (s) 7.7 1.0 0.7 4.5 1.7 1.6 8.8 4.4 7.6 4.6 3.3
Stop Delay (hr) 0.0 0,0 0.0 0.0 0.0 0.0 0.1 0,1 0.2 0.0 0.5
St DeWeh (s) 5.6 0.2 0.3 0.9 0.1 0.2 8.6 4.8 7.7 5.4 2.2
Total Stops 2 0 0 23 0 0 47 64 91 22 249
StopNeh 0.22 0.00 0.00 0.25 Q.00 0.00 1.00 1.00 0.99 1.00 0.31
Travel Dist (mi) 1.5 30.1 3.9 7.5 16.8 5.1 2.6 3.5 1.9 0.5 73.3
Travel Time (hr) 0.1 1.1 0.2 0.4 0.7 0.3 0.3 0.3 0.3 0.1 3.7
Denied Entry Before 0 0 0 0 0 0 0 0 0 0 0
Denied Entry After 0 0 0 0 0 0 0 0 0 0 0
MPS SimTraffic Repo�t
Page 3
TDI
2009 Build - P.M. Peak Hour Norris Marketplace Traffic Study
SimTra�c Pertormance Report 5/s�zoo7
12: Mall Dvwy & Hadley Ave PerFormance by movement
Movement � EBL E8R NBL N67 SBT SBR All
Total Delay (hr) 0.0 0.3 0.0 0.1 0,8 0.0 1.2
Detay / Veh (s) 15.5 33.4 2.6 0.5 6.1 1.0 4.1
Stop Delay (hr) 0.0 0.3 0.0 0.0 0.6 0.0 1.0
St DeWeh (s) 15.4 34.1 1.8 0.2 4.9 0.8 3.4
Total Stops 11 28 5 1 76 0 121
StopNeh 1.00 1.00 0.31 0.00 0.17 0.00 0.12
Travel Dist (mi) 0.6 1.5 0.4 11.'1 7.4 0.3 21.3
Travei Time (hr) 0.1 0.4 0,0 0.8 1.0 0.0 2.4
Denied Entry Before 0 0 0 0 0 0 0
Denied Entry After 0 0 0 0 0 0 0
15: Holiday Dvwy & Hadley Ave PerFormance by movement
Mov�nent ; WBL WBR NBt NBR SBL SBT All
Total Delay (hr) 0.2 0.0 0.0 0.0 0.0 0.8 1,1
Delay / Veh (s) 26.5 8.6 0.4 0.1 6.1 6.8 4.1
Stop Delay (hr} 0.2 0.0 0.0 0.0 0,0 0.7 0.9
St DeWeh (s) 26.6 9.0 0.0 0.0 4.6 5.6 3.4
Totai Stops 29 11 0 0 6 107 153
StopNeh 1.00 1.00 0.00 0.00 0.67 0.24 0.15
Travel Dist (mi) 1.3 0.5 7.3 0.9 0.2 11.8 21.9
Travel Time (hr) 0.3 0.1 0.3 0.1 0.0 1.3 2.1
Denied Entry Before 0 0 D 0 0 0 4
Denied Entry After 0 0 0 0 0 0 0
16: Norris Site Access & Hadley Ave Performance by movement
Movement � EBL EBR NBL NBT S67 SBR All
Total Delay (hr) 0.2 0.1 0.0 0.0 0.1 0.0 0.4
Delay / Veh (s) 8,5 4.9 4.5 0.4 0.8 0.8 1.7
Stop Delay (hr) 0.2 0.1 0.0 0.0 0.0 0.0 0.3
St DeWeh (s) 8,5 5.3 2.5 0.1 0.1 0.2 1.1
Total Stops 70 50 17 2 0 1 140
StopNeh 1.00 1.00 0.45 0.01 0.00 0.01 0.15
Travel Dist (mi) 1,9 1.4 2,0 13,6 32.5 5.2 56.6
Travel Time (hr) 0.3 0.2 0,1 0.5 1.5 0.3 2.9
Denied Entry Before 0 0 0 0 0 0 0
Denied Entry After 0 0 0 0 0 0 0
MPS SimTraffic Report
Page 4
TDI
2009 Build - P.M. Peak Hour Norris Marketplace Traffic Study
SimTraffic PerFormance Report 5/9/2007
�r
18: Senior Access N& Hadley Ave Pertormance by movement
Movement ( EBL NBT SBT SBR Ail
Total Delay (hr) 0.0 0.0 0.0 0.0 0.1
Delay / Veh (s) 5.9 0.2 0.3 0.1 0.3
Stop Delay (hr) 0.0 0.0 0.0 0.0 0.0
St DeWeh (s) 5.7 0.0 0.0 0.0 0.1
Total Stops 10 0 0 0 10
StopNeh 1.00 0.00 0.00 0.00 0.01
Travel Dist (mi) 0.6 21.5 25.7 0.5 48.4
Travel Time (hr) 0.1 0.7 1.0 0.0 1.8
Denied Entry Before 0 0 0 0 0
Denied Entry After 0 0 0 0 0
20: Senior Access S& Hadley Ave Performance by movement
Movement i NBT SBT Ali
Total Delay (hr) 0,0 0.1 0.1
Delay / Veh (s) 0.2 0.4 0.4
Stop Delay (hr} 0.0 0.0 0,0
St DeWeh (s) 0.1 0.0 0.0
Total Stops 0 0 0
StopNeh 0.00 0.00 0.00
Travel Dist (mi) 24.6 37.0 61.6
Travel Time (hr) 0.9 1.3 2.2
Denied Entry Before 0 0 0
Denied Entry After 0 0 0
Total Network Performance
!
Total Delay (hr) 24.4
Delay / Veh (s) 32.1
Stop Delay (hr) 17.8
St DeWeh (s) 23.4
Total Stops 2900
StopNeh 1.06
Travel Dist (mi) 1678.7
Travel Time (hr) 82.7
Denied Entry Before 0
Denied Entry After 0
MPS SimTra�c Report
Page 5
TDI
2009 Build - P.M. Peak Hour Norris Marketplace Tra�c Study
Queuing and Blocking Report 5/9/2007
I 1 1�I
Intersection: 3: Grange Bivd & Hadley Ave
Movement { EB EB EB WB WB V1B NB NB SB SB
Directions Served L T TR L T TR LT R L LTR
Maximum Queue (ft) 65 144 138 332 551 426 104 169 81 84
Average Queue (ft) 20 81 77 244 207 128 41 66 72 73
95th Queue (ft) 52 126 121 360 477 298 85 122 79 81
Link Distance (ft) 339 339 2097 2097 290 290 71 71
Upstream Blk Time (%) 42 42
Queuing Penalty (veh) 104 104
Storage Bay Dist (ft) 200 300
Storage Blk Time (%) 12 0
Queuing Penalty (veh) 19 0
Intersection: 6: Belden Blvd & Hadley Ave
Movement j EB W8 WB NB NB SB
Directions Served LTR L TR LT TR LTR
Mauimum Queue (ft) 89 176 133 61 31 129
Average Queue (ft) 37 54 41 22 1 20
95th Queue (ft) 66 117 88 51 14 72
Link Distance (ft) 1297 1912 76 76 1331
Upstream Blk Time (%) 0 0
Queuing Penalty (veh) 0 0
Storage Bay Dist (ft) 200
Storage Blk Time (%) 1
Queuing Penalty (veh) 1
Intersection: 9: Grange Blvd & Western Site Access
Movement t EB EB WB WB NB SB
Directions Served L TR L R LR LR
Maximum Queue (ft) 25 19 70 4 103 93
Average Queue (ft) 2 1 19 0 41 36
95th Queue (ft) 15 9 53 3 75 66
Link Distance (ft) 868 339 289 100
Upstream Blk Time (°/a) 0
Queuing Penalty (veh) 0
Storage Bay Dist (ft) 150 200
Storage Blk Time (%)
Queuing Penalty (veh) `
MPS SimTraffic Report
Page 6
TDI
2009 Build - P.M. Peak Hour Norris Marketpiace Tra�c Study
Queuing and Blocking Report s/s�2oo7
Intersection: 12: Mall Dvwy & Hadley Ave
Movement � E8 NB SB SB
Directions Served LR LT T TR
Maximum Queue (ft) 74 59 53 51
Average Queue (ft) 30 6 33 30
95th Queue (ft) 64 30 53 53
Link Distance (ft) 286 71 34 34
Upstream Blk Time (%) 0 30 27
Queuing Penalty (veh) 0 73 66
Storage Bay Dist (ft)
Storage Blk Time (%)
Queuing Penalty (veh)
Intersection: 15: Holiday Dvwy & Hadley Ave
Movement WB NB SB SB
Directions Served LR TR LT T
Mauimum Queue (ft) 74 4 90 95
Average Queue (ft) 29 0 44 43
95th Queue (ft) 62 4 92 97
Link Distance (ft) 232 34 76 76
Upstream Blk Time (%) 0 5 6
Queuing Penalty (veh) 0 11 14
Storage Bay Dist (ft)
Storage Blk Time (%)
Queuing Penalty (veh)
Intersection: 16: Norris Site Access & Hadley Ave
Movement ES NB SB
Directions Served LR LT TR
Maximum Queue (ft) 90 65 9
Average Queue (ft) 46 16 1
95th Queue (ft) 78 49 6
�ink Distance (ft) 144 223 290
Upstream Blk Time (%) .
Queuing Penalty (veh)
Storage Bay Dist (ft)
Storage Blk Time (%)
Queuing Penalty (veh)
MPS SimTraffic Report
Page 7
TDI
2009 Build - P.M. Peak Hour Norris Marketplace Traffic Study
Queuing and Blocking Report 5/9/2007
Intersection: 18: Senior Access N& Hadley Ave
Movement . � , EB „
Directions Served LR
Maximum Queue (ft) 32
Average Queue (ft) 10
95th Queue (ft) 33
Link Distance (ft) 329
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)
Storage Blk Time (%)
Queuing Penalty (veh)
Intersection: 20: Senior Access S& Hadley Ave
Movement i
Directions Served
Maximum Queue (ft)
Average Queue (ft)
95th Queue (ft)
Link Distance (ft)
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)
Storage Blk Time (%)
Queuing Penalty (veh)
Nework Summary
Network wide Queuing Penalty: 394
MPS
SimTraffic Report
Page 8
TDI
Activity L,og Select http://10.10.11191/cisCG/sec�e/Controller?caller=servicei,ocationAccountSelect&compan...
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Activity Add.
Credit I Landiord Service ' Fixed ' Payment Delivery Bill
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Categorv Label Comments �� PO U Date
A- Joanne OPjlscott il/01/2013: Mrs cailed, she mailed payment of 342.47 over a week ago 11/O1/2013
Accoun Review and since payment has not posted to account or cleared her bank so she stopped USER-DEFINED No OPjlscott 06:56 AM
payment on that check and last night dropp
Accoun **This service location has a past due balance that qualifies to be certified to the UPDATE Yes il 11 2013 anon mous 09/29/2013
2014 property taxes if not paid by the due date of 11-01-13** �� y 02:49 PM
Account pending certification to property taxes UPDATE No anonymous 11/29/2012
07:39 AM
Added Late Charge Exempt [true]
Added Late Charge Exempt From [11/01/2007] 11/09/2007
Account Added Late Charge ExemptTo [11/30/2007] UPDATE No CGjbixby 09:21 AM
Cleared Credit Card Expiration Month. Previously [N ]
Accountchanged 102934804
Account Balance CGjbixby 07/11/2007: Mrs. G called. will drop at office 7-11-07 USER-DEFINED No CGjbixby 07/11/2007
Information 08:28 AM
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