Travel Demand Management Plan

Transcription

1 Travel Demand Management Plan Linden Corner at 43 rd Street & Upton Avenue South AUTHORIZED PROPERTY REPRESENTATIVE: By Dated: Mark Dwyer Linden Hills Redevelopment, LLC 4632 Washburn Avenue South Minneapolis, MN 5541 MINNEAPOLIS COMMUNITY AND ECONOMIC DEVELOPMENT DEPARTMENT: By Dated: Barbara Sporlein, CPED Planning Director MINNEAPOLIS PUBLIC WORKS DEPARTMENT: By Dated: Steve Mosing, PE, PTOE, Traffic Operations Engineer PREPARED BY: 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., P.T.O.E. License No Dated: July

2 TABLE OF CONTENTS 1.! Introduction and Summary... 1! 2.! Proposed Development... 3! 3.! Analysis of Existing Conditions... 4! 4.! Projected Traffic... 9! 5.! Traffic and Parking Analysis... 18! 6.! Travel Demand Management (TDM) Plan... 21! 7.! Conclusions and Recommendations... 23! 8.! Appendix... 23! LIST OF FIGURES Figure 1.1 Proposed Concept Plan... 1! Figure 2.1 Site Location... 3! Figure 3.1 Existing Traffic Control/Lane Configurations... 5! Figure 3.2 Existing A.M. Peak Hour Traffic Volumes... 6! Figure 3.3 Existing P.M. Peak Hour Traffic Volumes... 7! Figure 4.1 Trip Distribution... 11! Figure 4.2 Linden Corner Generated A.M. Peak Hour Traffic... 12! Figure 4.3 Linden Corner Generated P.M. Peak Hour Traffic... 13! Figure No-Build A.M. Peak Hour Traffic... 14! Figure No-Build A.M. Peak Hour Traffic... 15! Figure Build A.M. Peak Hour Traffic... 16! Figure Build A.M. Peak Hour Traffic... 17!!! LIST OF TABLES Table 3.1 Existing Intersection Level of Service... 8! Table 4.1 Vehicles Generated by Development... 9! Table Intersection Level of Service... 18! Linden Corner i Travel Demand Management Plan

3 1. Introduction and Summary a. Purpose of Report and Study Objectives Linden Hills Redevelopment is proposing to redevelop the northwest corner of West 43 rd Street & Sheridan Avenue South in southwest Minneapolis, Minnesota (as shown in Figure 1.1). A mixed-use building is proposed at this location with 11,13 square feet of office/restaurant/retail space on the first floor and 34 condo units on the second through fifth floors. Figure 1.1 Proposed Concept Plan The purpose of this report is to determine if the completion of the Linden Corner Development will significantly impact the adjacent transportation system. The report will satisfy the City of Minneapolis requirement for the development to have a Travel Demand Management Plan in place. Based on discussions with the City of Minneapolis Transportation Division staff, the study objectives are: Linden Corner 1 Travel Demand Management Plan

4 i. Document the existing and proposed conditions with respect to the transit, parking, bicycle and pedestrian facilities. ii. Document the parking impacts associated with the development. iii. iv. Identify any traffic operations issues. Develop and recommend measures to encourage nonsingle occupancy vehicle modes of transportation with the goal of attaining a 55% automobile, 35% transit, 1% pedestrian/bicycle mode split. b. Executive Summary Based on the analysis in this report, traffic from the proposed Linden Corner Development is not anticipated to have a significant impact on area traffic operations. Traffic operations at the intersections on West 43 rd Street at Sheridan Avenue South, Sheridan Avenue South at Upton Avenue South, the site driveway on West 43 rd Street and the two site driveways on Upton Avenue South were analyzed as part of this study. The principal findings of this study are: i. The study intersections will operate acceptably at Level of Service B or better in the weekday a.m. and p.m. peak hours with the addition of the development traffic. ii. 134 parking stalls are proposed for the site, which is between the minimum required and maximum allowed for this type of development. iii. At least 26 secure bicycle parking stalls must be provided on site per Chapter 541 of the Minneapolis Code of Ordinances. Of these 26 spaces, 18 of them need to meet the standards for long-term bicycle parking. To achieve the targeted 45% of trips being made by non-single occupancy vehicle modes, the Travel Demand Management measures detailed in Section 6 of this report should be implemented at the development building. No other mitigation measures are necessary to facilitate the traffic generated by the site. Linden Corner 2 Travel Demand Management Plan

5 2. Proposed Development a. Site Location The proposed site is located north of West 43 rd Street and west of Sheridan Avenue South and Upton Avenue South in the Linden Hills neighborhood of Minneapolis, Minnesota (as shown in Figure 1.1). Figure 2.1 shows the site location. Figure 2.1 Site Location b. Land Use and Intensity An 11,13 square foot office/restaurant/retail space is proposed for the first floor of the development with 34 condo units on the second through fifth floors. The existing buildings on the site will be demolished. The building site is currently zoned C1 (Neighborhood Commercial District). The site is also part of the Linden Hills Overlay District (LH). c. Development Phasing and Timing Construction of the development is expected to begin in 212. This study assumes the development will be fully occupied by 213. Linden Corner 3 Travel Demand Management Plan

6 3. Analysis of Existing Conditions a. Pedestrians and Bicycles There are currently sidewalks on the southern and eastern edges of the site. The sidewalks are planned to remain adjacent to the site after the proposed renovation/addition project is constructed. No designated bicycle facilities exist adjacent to the project site. Pedestrian and bicycle data is included in the Appendix as part of the turning movement count data. The Sheridan Ave & W 43 rd St intersection has more than 11 pedestrians and more than 25 bicycles crossing it in the p.m. peak hour which are accommodated by a traffic signal. b. Transit There are bus stops on Sheridan Ave on both the north and south sides of W 43 rd Street that are served by Metro Transit route 6. Route 6 has 2 minute frequency throughout the day at the site. c. Physical Characteristics of Roadway Network W 43 rd Street, Sheridan Ave and Upton Ave at the site are under the jurisdiction of the City of Minneapolis and have 3 mph speed limits. The Sheridan Ave/Upton Ave intersection is controlled by a stop sign while the Sheridan Ave/W 43 rd Street intersection is controlled with a traffic signal. The three driveway intersections are currently uncontrolled, but are modeled as having stop signs on the minor approaches. The southernmost existing site driveway on Upton Ave will be closed as part of the project, and the other two driveways will be switched to one-way traffic with vehicles entering the site via the driveway on W 43 rd St and exiting via the northernmost driveway on Upton Ave. In addition, the northernmost driveway on Upton Ave will be moved approximately ten feet north on Upton. Existing traffic control and lane configurations at each study intersection are shown in Figure 3.1. d. Traffic Volumes A.M. and p.m. peak hour turning movement counts were conducted at the study intersections in June 211. The turning movement count data is contained in fifteen minute intervals in the Appendix. Figures 3.2 and 3.3 show the existing a.m. and p.m. peak hour turning movement volumes, respectively. The City of Minneapolis lists an average annual daily traffic volume from 28 of 1,285 vehicles on Upton Ave between W 44 th St and W 43 rd St (just south of the site location). Linden Corner 4 Travel Demand Management Plan

7 Figure 3.1 Existing Lanes & Traffic Control North No Scale Linden Corner 5 Travel Demand Management Plan

8 Figure 3.2 Existing AM Peak Hour Traffic Volumes North No Scale Linden Corner 6 Travel Demand Management Plan

9 Figure 3.3 Existing PM Peak Hour Traffic Volumes North No Scale Linden Corner 7 Travel Demand Management Plan

10 e. Intersection Level of Service Analysis LOS A An intersection capacity analysis was conducted for the existing intersections per the 2 Highway Capacity Manual. Intersections are assigned a Level of Service letter grade for the peak hour of traffic based on the number of lanes at the intersection, traffic LOS D = Acceptable 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 at intersections is typically LOS F = Unacceptable considered acceptable in the Twin Cities region. Individual movements are also assigned LOS grades. One or more individual movements typically operate at LOS F when the overall intersection is operating acceptably at LOS D. The pictures on the left represent some of the LOS grades (from a signal controlled intersection in San Jose, CA). These LOS grades represent the overall intersection, not individual movements. The Level of Service for each intersection during the existing a.m. and p.m. peak periods can be seen in Table 3.1. Table 3.1 Existing Intersection Level of Service Peak Hour A.M. P.M. Sheridan Ave/W 43 rd St B (b) B (b) W 43 rd St/Site Driveway A (a) A (a) Upton Ave/Sheridan Ave A (a) A (b) Upton Ave/Southern Site Driveway A (a) A (a) Upton Ave/Northern Site Driveway A (a) A (a) Note: The first letter is the Level of Service for the intersection. The second letter (in parentheses) is the Level of Service for the worst operating movement. All intersections currently operate acceptably at LOS B or better during the weekday a.m. and p.m. peak hours. These grades are based on the existing traffic control and lane configurations as shown in Figure 3.1. The existing peak hour turning movement volumes from Figures 3.2 and 3.3 were used in the LOS calculations along with the existing signal timing, which was observed on site. The LOS calculations were done using SYNCHRO TM software. The complete LOS calculations are included in the Appendix. Linden Corner 8 Travel Demand Management Plan

11 4. Projected Traffic a. Site Traffic Forecasting A trip generation analysis was performed for the site based on the methods and rates published in the ITE Trip Generation Manual, 8 th Edition. The resultant trip generation for the proposed development is shown in Table 4.1. Table 4.1 Vehicles Generated by Development ITE Daily A.M. Peak Hour P.M. Peak Hour Code Description In Out In Out In Out 23 Low-Rise Residential Condo (34 Units) General Office (1,9 S.F.) Retail (5,9 S.F.) High Turnover Restaurant (3, S.F.) TOTALS 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 the area roadways near the site. The distribution pattern takes site access, the one way parking lot configuration, and access to the regional transportation system into account. In addition to the traffic generated by the businesses on the site, there will be 25 parking spaces on the site to be used by neighboring businesses. To be conservative, it is assumed that these 25 spaces will be turned over once each peak hour meaning that in addition to the trips from Table 4.1, there will be 25 vehicles entering and 25 vehicles exiting the site during both the a.m. and p.m. peak hours. The traffic generated by the site development was assigned to the study intersections per the trip distributions shown in Figure 4.1. The traffic generated by the Linden Corner development during the a.m. and p.m. peak hours is shown in Figures 4.2 and 4.3. b. Non-site Traffic Forecasting Traffic forecasts were developed for weekday a.m. and p.m. peak hours at the study intersections in the year 213 No-Build scenario by applying a 1.% compounded annual growth rate to the existing traffic volume data. This level of traffic growth is typical in Linden Corner 9 Travel Demand Management Plan

12 Minneapolis. The resultant 213 No-Build forecasts are shown in Figures 4.4 and 4.5. c. Total Traffic Traffic forecasts were developed for the study intersections in the 213 Build scenarios by adding the traffic generated by the proposed developments to the 213 No-Build volumes. The resultant 213 Build forecasts are shown in Figures 4.6 and 4.7. Linden Corner 1 Travel Demand Management Plan

13 Figure 4.1 Trip Distribution North No Scale 5% 3% 15% 1% 4% Linden Corner 11 Travel Demand Management Plan

14 Figure AM Peak Hour Traffic Volumes Due to Development North No Scale Driveway Linden Corner 12 Travel Demand Management Plan

15 Figure PM Peak Hour Traffic Volumes Due to Development North No Scale Driveway Linden Corner 13 Travel Demand Management Plan

16 Figure AM Peak Hour No-Build Traffic Volumes North No Scale Driveway Driveway Linden Corner 14 Travel Demand Management Plan

17 Figure PM Peak Hour No-Build Traffic Volumes North No Scale Driveway Driveway Linden Corner 15 Travel Demand Management Plan

18 Figure AM Peak Hour Build Traffic Volumes North No Scale Driveway Linden Corner 16 Travel Demand Management Plan

19 Figure PM Peak Hour Build Traffic Volumes North No Scale Driveway Linden Corner 17 Travel Demand Management Plan

20 5. Traffic and Parking Analysis a. Level of Service Analysis The Level of Service results for the weekday a.m. and p.m. peak hours in the 213 No-Build and Build scenarios are shown in Table 5.1. These are based on the existing intersection configurations and traffic control shown in Figure 3.1. The forecast turning movement volumes from Figures 4.4 through 4.7 were used in the LOS calculations along with the existing signal timing. The LOS calculations were done using SYNCHRO TM software. All intersections operate acceptably at LOS B or better with each individual intersection movement operating acceptably at LOS B or better. The complete LOS calculations are included in the Appendix. Table Intersection Level of Service A.M. Peak P.M. Peak Hour Hour No- No- Build Build Build Build Sheridan Ave/W 43 rd St B (b) B (b) B (b) B (b) W 43 rd St/Site Driveway A (a) A (a) A (a) A (a) Upton Ave/Sheridan Ave A (a) A (a) A (b) A (b) Upton Ave/Southern Site Driveway A (a) n/a A (a) n/a Upton Ave/Northern Site Driveway A (a) A (a) A (a) A (a) Note: The first letter is the Level of Service for the intersection. The second letter (in parentheses) is the Level of Service for the worst operating movement. b. External Site Change The proposed site plan for the development shows a change being made to the radius of the northwest corner of the Sheridan Ave/W 43 rd St intersection. The corner will go from its current 3 foot radius to a 15 foot to 2 foot radius, which will be more consistent with the other corner radii at the intersection. This change will benefit pedestrian traffic by making the street crossings shorter and providing more space on the sidewalk. This change will still allow cars to turn comfortably at this corner, but could make it difficult for heavy vehicles to make the turn. However, since there were no southbound heavy vehicles observed making right turns at this intersection during the morning and evening study periods, this change is not seen to be an issue. c. Vehicle Parking Analysis The proposed site plan provides 134 parking spaces for the development. The total parking is broken down as 51 spaces for Linden Corner 18 Travel Demand Management Plan

21 condos (1.5 spaces per unit), 36 spaces for the restaurant (one space for every three seats), 12 spaces for retail and four spaces for the office along with a five space reduction to be used for bicycle racks designated for commercial use. Also included in this number are 25 spaces to be used by neighboring businesses and 11 extra spaces to account for higher than expected parking demand. According to the Minneapolis Code of Ordinances Table Specific Off-Street Parking and Table 551-1LH Overlay District Minimum Off-Street Parking Requirements, the minimum parking requirements for the site add up to 74 spaces (34 for residential, zero for an office, 36 for a restaurant, four for retail). Though there are numbers for the maximum allowed parking at restaurants, general retail and offices (44 for a restaurant, 3 for retail, 1 for an office), there are no limits for residential dwellings where there is parking within an enclosed structure. This means there is no maximum parking restriction at the development, making the proposed number of parking spaces fall within the minimum and maximums required per the Minneapolis Code of Ordinances. d. Bicycle Parking Analysis Chapter 541 of the Minneapolis Code of Ordinances requires at least one bicycle parking space for every two dwelling units, with at least 9% of these spaces meeting the requirements of long-term bicycle parking. Restaurants, general retail and offices are required to have at least three bicycle parking spaces each with the office needing to have at least 5% of its spaces meet requirements for long-term bicycle parking. For the site, this means a minimum of 26 bicycle parking spaces are required, 18 of which need to meet the standards for long-term bicycle parking. According to the ordinance, Required long-term bicycle parking spaces shall be located in enclosed and secured or supervised areas providing protection from theft, vandalism and weather and shall be accessible to intended users. Required long-term bicycle parking for residential uses shall not be located within dwelling units or within deck or patio areas accessory to dwelling units. With permission of the zoning administrator, long-term bicycle parking spaces for non-residential uses may be located off-site within three hundred (3) feet of the site. e. Loading Zones Trash and delivery trucks will be loaded on-site. A loading zone will be located on the northwest corner of the development. Linden Corner 19 Travel Demand Management Plan

22 f. Internal Circulation Based on the previous analyses, vehicles are expected to have safe and efficient access to the site. The parking lot is designed in a manner to promote efficient parking for each business and is not expected to have significant internal congestion. Sidewalks are provided adjacent to the site and clear sight lines are provided in the parking lots to provide safe access for pedestrians and bicyclists. Overall, the internal site is expected to have acceptable transportation operations. Linden Corner 2 Travel Demand Management Plan

23 6. Travel Demand Management (TDM) Plan The purpose of this section is to provide a description of the Linden Corner Development TDM Plan and related programs to support the use of alternative methods of transportation other than a single occupancy vehicle. Linden Hills Redevelopment, LLC will develop and implement measures to encourage non-single occupancy vehicle modes of transportation with the goal of having at least 45% of its transportation trips being made by transit, bicycling, telecommuting, or walking. Linden Hills Redevelopment, LLC (or their successors hereinafter referred to as landlord ) is responsible for and specifically commits to the implementation of the following actions. a. Designate a Transportation Coordinator to Promote Transit/Ride-Share Linden Hills Redevelopment, LLC will designate an employee or contractor to act as the Transportation Coordinator. That employee will maintain and monitor TDM activities as well as serve as liaison to Metro Commuter Services and Metro Transit. The Transportation Coordinator will serve as the conduit for providing up-to-date information on alternative commute programs and incentives to all building occupants. At a minimum, the Transportation Coordinator will:! Make available information on various bus incentive programs (e.g GoCard, Guaranteed Ride Home, and Commuter Check program), vanpool incentives, and ridematching programs sponsored by Metro Transit Commuter Services.! Set up and maintain a display of commuter information at the entrance of the building. This information, which will be supplied by Metro Transit, will include transit schedules, rideshare applications, bike information, Guaranteed Ride Home Program brochures, etc. To maintain an awareness of alternative modes of transportation, information may be distributed through , flyers, posters in frequented locations, etc.! Provide a move-in packet for new residents containing information on alternative transportation modes available at the time.! Distribute information on Mn/DOT s real-time traveler information program: or b. Promote Walking Well lit sidewalks will be provided on the southern and eastern sides of the site. The site will meet Minneapolis requirements for on-site lighting to provide a pedestrian friendly environment. If any Linden Corner 21 Travel Demand Management Plan

24 existing sidewalks are impacted by construction, the sidewalks shall be rebuilt with ADA-compliant tactile dome curb ramps to assist the visually impaired. c. Promote Bicycling The building will provide convenient and safe bicycle storage for at least 26 bicycles per Table Minimum Bicycle Parking Requirements of Minneapolis Code of Ordinances. Linden Hills Redevelopment, LLC will designate additional bicycle storage facility space if and when the demand warrants. d. Minimize the Impact of Trucks To the extent possible, Linden Hills Redevelopment, LLC or their successors will encourage truck and service vehicles (not including small package deliveries) to access the site outside of the weekday peak hours (from 7-9 a.m. and 4-6 p.m.). Loading/unloading of deliveries as well as garbage trucks will be accommodated on-site within the parking lot. Linden Corner 22 Travel Demand Management Plan

25 7. Conclusions and Recommendations Traffic from the proposed Linden Corner Development is not anticipated to have a significant impact on area traffic operations. No roadway or traffic control improvements are recommended for the existing transportation system as part of the redevelopment project. The principal findings of this study are: i. The study intersections will operate acceptably at Level of Service B or better in the weekday a.m. and p.m. peak hours with the addition of the development traffic. ii. 13 parking stalls are proposed for the site, which is between the minimum required and maximum allowed for this type of development. iii. At least 26 secure bicycle parking stalls must be provided on site per Chapter 541 of the Minneapolis Code of Ordinances. Of these 26 spaces, 18 of them need to meet the standards for long-term bicycle parking. Adequate parking will be provided on site, per Chapter 541 of Minneapolis Code of Ordinances. It is recommended the travel demand management measures documented in Section 6 of this report be implemented to encourage non-single occupancy vehicle modes of transportation for the site s employees and patrons. 8. Appendix a. Traffic Counts b. Capacity Analysis Backup Linden Corner 23 Travel Demand Management Plan

26 Sheridan Ave & W 43rd St Minneapolis, MN Appendix A - Traffic Counts Traffic Data Inc Xenwood Avenue South St Louis Park, MN File Name : Sheridan Ave & W 43rd St Site Code : Start Date : 6/22/211 Page No : 1 Sheridan Ave From North W 43rd St From East Groups Printed- Cars - Heavy Vehicles Sheridan Ave From South W 43rd St From West Start Time Right Thru Left Bikes App. Total Right Thru Left Bikes App. Total Right Thru Left Bikes App. Total Right Thru Left Bikes App. Total Int. Total *** BREAK *** 7: AM :15 AM :3 AM :45 AM Total : AM :15 AM :3 AM :45 AM Total *** BREAK *** 4: PM :15 PM :3 PM :45 PM Total : PM :15 PM :3 PM :45 PM Total *** BREAK *** Grand Total Apprch % Total % Cars % Cars Heavy Vehicles % Heavy Vehicles Linden Corner A1 Travel Demand Management Plan

27 Sheridan Ave & W 43rd St Minneapolis, MN Appendix A - Traffic Counts Traffic Data Inc Xenwood Avenue South St Louis Park, MN File Name : Sheridan Ave & W 43rd St Site Code : Start Date : 6/22/211 Page No : 3 Sheridan Ave From North W 43rd St From East Sheridan Ave From South W 43rd St From West Start Time Right Thru Left Bikes App. Total Right Thru Left Bikes App. Total Right Thru Left Bikes App. Total Right Thru Left Bikes App. Total Int. Total Peak Hour Analysis From 6: AM to 12:3 PM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 8: AM 8: AM :15 AM :3 AM :45 AM Total Volume % App. Total PHF Peak Hour Analysis From 12:45 PM to 6:45 PM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 5: PM 5: PM :15 PM :3 PM :45 PM Total Volume % App. Total PHF Linden Corner A2 Travel Demand Management Plan

28 Sheridan Ave & W 43rd St Minneapolis, MN Appendix A - Traffic Counts Traffic Data Inc Xenwood Avenue South St Louis Park, MN File Name : Sheridan Ave & W 43rd St Site Code : Start Date : 6/22/211 Page No : 1 Sheridan Ave From North W 43rd St From East Groups Printed- Heavy Vehicles Sheridan Ave From South W 43rd St From West Start Time Right Thru Left Bikes App. Total Right Thru Left Bikes App. Total Right Thru Left Bikes App. Total Right Thru Left Bikes App. Total Int. Total *** BREAK *** 7: AM :15 AM :3 AM :45 AM Total : AM :15 AM :3 AM :45 AM Total *** BREAK *** 4: PM :15 PM :3 PM :45 PM Total : PM :15 PM :3 PM :45 PM Total *** BREAK *** Grand Total Apprch % Total % Linden Corner A3 Travel Demand Management Plan

29 Sheridan Ave & W 43rd St Minneapolis, MN Appendix A - Traffic Counts Traffic Data Inc Xenwood Avenue South St Louis Park, MN File Name : Sheridan Ave & W 43rd St Site Code : Start Date : 6/22/211 Page No : 3 Sheridan Ave From North W 43rd St From East Sheridan Ave From South W 43rd St From West Start Time Right Thru Left Bikes App. Total Right Thru Left Bikes App. Total Right Thru Left Bikes App. Total Right Thru Left Bikes App. Total Int. Total Peak Hour Analysis From 6: AM to 12:3 PM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 8: AM 8: AM :15 AM :3 AM :45 AM Total Volume % App. Total PHF Peak Hour Analysis From 12:45 PM to 6:45 PM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 4:15 PM 4:15 PM :3 PM :45 PM : PM Total Volume % App. Total PHF Linden Corner A4 Travel Demand Management Plan

30 W 43rd St & Driveway Minneapolis, MN Appendix A - Traffic Counts Traffic Data Inc Xenwood Avenue South St Louis Park, MN File Name : W 43rd St & Driveway Site Code : Start Date : 6/22/211 Page No : 1 Driveway From North W 43rd St From East Groups Printed- Cars - Heavy Vehicles From South W 43rd St From West Start Time Right Thru Left Bikes App. Total Right Thru Left Bikes App. Total Right Thru Left Bikes App. Total Right Thru Left Bikes App. Total Int. Total *** BREAK *** 7: AM :15 AM :3 AM :45 AM Total : AM :15 AM :3 AM :45 AM Total *** BREAK *** 4: PM :15 PM :3 PM :45 PM Total : PM :15 PM :3 PM :45 PM Total *** BREAK *** Grand Total Apprch % Total % Cars % Cars Heavy Vehicles % Heavy Vehicles Linden Corner A5 Travel Demand Management Plan

31 W 43rd St & Driveway Minneapolis, MN Appendix A - Traffic Counts Traffic Data Inc Xenwood Avenue South St Louis Park, MN File Name : W 43rd St & Driveway Site Code : Start Date : 6/22/211 Page No : 3 Driveway From North W 43rd St From East From South W 43rd St From West Start Time Right Thru Left Bikes App. Total Right Thru Left Bikes App. Total Right Thru Left Bikes App. Total Right Thru Left Bikes App. Total Int. Total Peak Hour Analysis From 6: AM to 12:3 PM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 8: AM 8: AM :15 AM :3 AM :45 AM Total Volume % App. Total PHF Peak Hour Analysis From 12:45 PM to 6:45 PM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 4:15 PM 4:15 PM :3 PM :45 PM : PM Total Volume % App. Total PHF Linden Corner A6 Travel Demand Management Plan

32 Upton Ave & Sheridan Ave Minneapolis, MN Appendix A - Traffic Counts Traffic Data Inc Xenwood Avenue South St Louis Park, MN File Name : Upton Ave & Sheridan Ave Site Code : Start Date : 6/22/211 Page No : 1 Sheridan Ave From North Driveway From East Groups Printed- Cars - Heavy Vehicles Sheridan Ave From South Upton Ave From West Start Time Right Thru Left Bikes App. Total Right Thru Left Bikes App. Total Right Thru Left Bikes App. Total Right Thru Left Bikes App. Total Int. Total *** BREAK *** 7: AM :15 AM :3 AM :45 AM Total : AM :15 AM :3 AM :45 AM Total *** BREAK *** 4: PM :15 PM :3 PM :45 PM Total : PM :15 PM :3 PM :45 PM Total *** BREAK *** Grand Total Apprch % Total % Cars % Cars Heavy Vehicles % Heavy Vehicles Linden Corner A7 Travel Demand Management Plan

33 Upton Ave & Sheridan Ave Minneapolis, MN Appendix A - Traffic Counts Traffic Data Inc Xenwood Avenue South St Louis Park, MN File Name : Upton Ave & Sheridan Ave Site Code : Start Date : 6/22/211 Page No : 3 Sheridan Ave From North Driveway From East Sheridan Ave From South Upton Ave From West Start Time Right Thru Left Bikes App. Total Right Thru Left Bikes App. Total Right Thru Left Bikes App. Total Right Thru Left Bikes App. Total Int. Total Peak Hour Analysis From 6: AM to 12:3 PM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 8: AM 8: AM :15 AM :3 AM :45 AM Total Volume % App. Total PHF Peak Hour Analysis From 12:45 PM to 6:45 PM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 5: PM 5: PM :15 PM :3 PM :45 PM Total Volume % App. Total PHF Linden Corner A8 Travel Demand Management Plan

34 Upton Ave & Southern Driveway Minneapolis, MN Appendix A - Traffic Counts Traffic Data Inc Xenwood Avenue South St Louis Park, MN File Name : Upton Ave & Southern Driveway Site Code : Start Date : 6/22/211 Page No : 1 Upton Ave From North From East Groups Printed- Cars - Heavy Vehicles Upton Ave From South Driveway From West Start Time Right Thru Left Bikes App. Total Right Thru Left Bikes App. Total Right Thru Left Bikes App. Total Right Thru Left Bikes App. Total Int. Total *** BREAK *** 7: AM :15 AM :3 AM :45 AM Total : AM :15 AM :3 AM :45 AM Total *** BREAK *** 4: PM :15 PM :3 PM :45 PM Total : PM :15 PM :3 PM :45 PM Total *** BREAK *** Grand Total Apprch % Total % Cars % Cars Heavy Vehicles % Heavy Vehicles Linden Corner A9 Travel Demand Management Plan

35 Upton Ave & Southern Driveway Minneapolis, MN Appendix A - Traffic Counts Traffic Data Inc Xenwood Avenue South St Louis Park, MN File Name : Upton Ave & Southern Driveway Site Code : Start Date : 6/22/211 Page No : 3 Upton Ave From North From East Upton Ave From South Driveway From West Start Time Right Thru Left Bikes App. Total Right Thru Left Bikes App. Total Right Thru Left Bikes App. Total Right Thru Left Bikes App. Total Int. Total Peak Hour Analysis From 6: AM to 12:3 PM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 8: AM 8: AM :15 AM :3 AM :45 AM Total Volume % App. Total PHF Peak Hour Analysis From 12:45 PM to 6:45 PM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 5: PM 5: PM :15 PM :3 PM :45 PM Total Volume % App. Total PHF Linden Corner A1 Travel Demand Management Plan

36 Upton Ave & Northern Driveway Minneapolis, MN Appendix A - Traffic Counts Traffic Data Inc Xenwood Avenue South St Louis Park, MN File Name : Upton Ave & Northern Driveway Site Code : Start Date : 6/22/211 Page No : 1 Upton Ave From North From East Groups Printed- Cars - Heavy Vehicles Upton Ave From South Driveway From West Start Time Right Thru Left Bikes App. Total Right Thru Left Bikes App. Total Right Thru Left Bikes App. Total Right Thru Left Bikes App. Total Int. Total *** BREAK *** 7: AM :15 AM :3 AM :45 AM Total : AM :15 AM :3 AM :45 AM Total *** BREAK *** 4: PM :15 PM :3 PM :45 PM Total : PM :15 PM :3 PM :45 PM Total *** BREAK *** Grand Total Apprch % Total % Cars % Cars Heavy Vehicles % Heavy Vehicles Linden Corner A11 Travel Demand Management Plan

37 Upton Ave & Northern Driveway Minneapolis, MN Appendix A - Traffic Counts Traffic Data Inc Xenwood Avenue South St Louis Park, MN File Name : Upton Ave & Northern Driveway Site Code : Start Date : 6/22/211 Page No : 3 Upton Ave From North From East Upton Ave From South Driveway From West Start Time Right Thru Left Bikes App. Total Right Thru Left Bikes App. Total Right Thru Left Bikes App. Total Right Thru Left Bikes App. Total Int. Total Peak Hour Analysis From 6: AM to 12:3 PM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 8: AM 8: AM :15 AM :3 AM :45 AM Total Volume % App. Total PHF Peak Hour Analysis From 12:45 PM to 6:45 PM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 5: PM 5: PM :15 PM :3 PM :45 PM Total Volume % App. Total PHF Linden Corner A12 Travel Demand Management Plan

38 Appendix B - Capacity Analysis Backup HCM Signalized Intersection Capacity Analysis AM Existing Peak Hour Linden Corner 1: W 43rd St & Sheridan Ave Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) Ideal Flow (vphpl) Total Lost time (s) Lane Util. Factor Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Peak-hour factor, PHF Adj. Flow (vph) RTOR Reduction (vph) Lane Group Flow (vph) Turn Type Perm Perm Perm Perm Protected Phases Permitted Phases Actuated Green, G (s) Effective Green, g (s) Actuated g/c Ratio Clearance Time (s) Lane Grp Cap (vph) v/s Ratio Prot v/s Ratio Perm c.4.3 c.12.7 v/c Ratio Uniform Delay, d Progression Factor Incremental Delay, d Delay (s) Level of Service B B B B Approach Delay (s) Approach LOS B B B B Intersection Summary HCM Average Control Delay 11.2 HCM Level of Service B HCM Volume to Capacity ratio.19 Actuated Cycle Length (s) 6. Sum of lost time (s) 8. Intersection Capacity Utilization 28.1% ICU Level of Service A Analysis Period (min) 15 c Critical Lane Group Spack Consulting Synchro 7 - Report Linden Corner B1 Travel Demand Management Plan

39 Appendix B - Capacity Analysis Backup HCM Unsignalized Intersection Capacity Analysis AM Existing Peak Hour Linden Corner 2: W 43rd St & Driveway Movement EBL EBT WBT WBR SBL SBR Lane Configurations Volume (veh/h) Sign Control Free Free Stop Grade % % % Peak Hour Factor Hourly flow rate (vph) Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) 117 px, platoon unblocked vc, conflicting volume vc1, stage 1 conf vol vc2, stage 2 conf vol vcu, unblocked vol tc, single (s) tc, 2 stage (s) tf (s) p queue free % cm capacity (veh/h) Direction, Lane # EB 1 WB 1 SB 1 Volume Total Volume Left 1 1 Volume Right 3 1 csh Volume to Capacity..4. Queue Length 95th (ft) Control Delay (s) Lane LOS A A Approach Delay (s) Approach LOS A Intersection Summary Average Delay.2 Intersection Capacity Utilization 14.1% ICU Level of Service A Analysis Period (min) 15 Spack Consulting Synchro 7 - Report Linden Corner B2 Travel Demand Management Plan

40 Appendix B - Capacity Analysis Backup HCM Unsignalized Intersection Capacity Analysis AM Existing Peak Hour Linden Corner 3: Sheridan Ave & Upton Ave Movement NBL NBT NBR SBL SBT SBR SEL SET SER NWL NWT NWR Lane Configurations Volume (veh/h) Sign Control Free Free Stop Stop Grade % % % % Peak Hour Factor Hourly flow rate (vph) Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) 127 px, platoon unblocked vc, conflicting volume vc1, stage 1 conf vol vc2, stage 2 conf vol vcu, unblocked vol tc, single (s) tc, 2 stage (s) tf (s) p queue free % cm capacity (veh/h) Direction, Lane # NB 1 SB 1 SE 1 NW 1 Volume Total Volume Left Volume Right csh Volume to Capacity Queue Length 95th (ft) 2 Control Delay (s) Lane LOS A A A A Approach Delay (s) Approach LOS A A Intersection Summary Average Delay.9 Intersection Capacity Utilization 22.7% ICU Level of Service A Analysis Period (min) 15 Spack Consulting Synchro 7 - Report Linden Corner B3 Travel Demand Management Plan

41 Appendix B - Capacity Analysis Backup HCM Unsignalized Intersection Capacity Analysis AM Existing Peak Hour Linden Corner 4: Driveway & Upton Ave Movement EBL EBR SBL SBR NWL NWR Lane Configurations Volume (veh/h) Sign Control Stop Free Free Grade % % % Peak Hour Factor Hourly flow rate (vph) Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) px, platoon unblocked vc, conflicting volume vc1, stage 1 conf vol vc2, stage 2 conf vol vcu, unblocked vol tc, single (s) tc, 2 stage (s) tf (s) p queue free % cm capacity (veh/h) Direction, Lane # EB 1 SB 1 NW 1 Volume Total Volume Left 1 Volume Right 1 3 csh Volume to Capacity..1. Queue Length 95th (ft) Control Delay (s) Lane LOS A A Approach Delay (s) Approach LOS A Intersection Summary Average Delay.5 Intersection Capacity Utilization 2.% ICU Level of Service A Analysis Period (min) 15 Spack Consulting Synchro 7 - Report Linden Corner B4 Travel Demand Management Plan

42 Appendix B - Capacity Analysis Backup HCM Unsignalized Intersection Capacity Analysis AM Existing Peak Hour Linden Corner 5: Driveway & Upton Ave Movement EBL EBR NBL NBT SBT SBR Lane Configurations Volume (veh/h) Sign Control Stop Free Free Grade % % % Peak Hour Factor Hourly flow rate (vph) Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) px, platoon unblocked vc, conflicting volume vc1, stage 1 conf vol vc2, stage 2 conf vol vcu, unblocked vol tc, single (s) tc, 2 stage (s) tf (s) p queue free % cm capacity (veh/h) Direction, Lane # EB 1 NB 1 SB 1 Volume Total Volume Left 2 1 Volume Right 3 1 csh Volume to Capacity.1..1 Queue Length 95th (ft) Control Delay (s) Lane LOS A A Approach Delay (s) Approach LOS A Intersection Summary Average Delay 1.5 Intersection Capacity Utilization 13.3% ICU Level of Service A Analysis Period (min) 15 Spack Consulting Synchro 7 - Report Linden Corner B5 Travel Demand Management Plan

43 Appendix B - Capacity Analysis Backup HCM Signalized Intersection Capacity Analysis PM Existing Peak Hour Linden Corner 1: W 43rd St & Sheridan Ave Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) Ideal Flow (vphpl) Total Lost time (s) Lane Util. Factor Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Peak-hour factor, PHF Adj. Flow (vph) RTOR Reduction (vph) Lane Group Flow (vph) Turn Type Perm Perm Perm Perm Protected Phases Permitted Phases Actuated Green, G (s) Effective Green, g (s) Actuated g/c Ratio Clearance Time (s) Lane Grp Cap (vph) v/s Ratio Prot v/s Ratio Perm c.6.4 c v/c Ratio Uniform Delay, d Progression Factor Incremental Delay, d Delay (s) Level of Service B B B B Approach Delay (s) Approach LOS B B B B Intersection Summary HCM Average Control Delay 12.4 HCM Level of Service B HCM Volume to Capacity ratio.27 Actuated Cycle Length (s) 6. Sum of lost time (s) 8. Intersection Capacity Utilization 37.7% ICU Level of Service A Analysis Period (min) 15 c Critical Lane Group Spack Consulting Synchro 7 - Report Linden Corner B6 Travel Demand Management Plan

44 Appendix B - Capacity Analysis Backup HCM Unsignalized Intersection Capacity Analysis PM Existing Peak Hour Linden Corner 2: W 43rd St & Driveway Movement EBL EBT WBT WBR SBL SBR Lane Configurations Volume (veh/h) Sign Control Free Free Stop Grade % % % Peak Hour Factor Hourly flow rate (vph) Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) 117 px, platoon unblocked vc, conflicting volume vc1, stage 1 conf vol vc2, stage 2 conf vol vcu, unblocked vol tc, single (s) tc, 2 stage (s) tf (s) p queue free % cm capacity (veh/h) Direction, Lane # EB 1 WB 1 SB 1 Volume Total Volume Left 8 4 Volume Right 1 4 csh Volume to Capacity Queue Length 95th (ft) 1 Control Delay (s) Lane LOS A A Approach Delay (s) Approach LOS A Intersection Summary Average Delay.6 Intersection Capacity Utilization 2.4% ICU Level of Service A Analysis Period (min) 15 Spack Consulting Synchro 7 - Report Linden Corner B7 Travel Demand Management Plan