10/27/1988 - City Council SpecialSPECIAL CITY COUNCIL MEETING
THURSDAY
OCTOBER 27, 1988
6:00 P.M.
I. ROLL CALL
II. DISCUSSION OF COMMUNITY CENTER
7:15 III. DISCUSS MAJOR TRANSPORTATION IMPROVEMENTS
TO I-494 AND T.H. 149 CORPORATE PARR AREA
A. EXPANSION PLANS/NORTHWEST AIRLINES
B. TRANSPORTATION UPDATE
C. FINANCING OPTIONS
D. T.I.F. CONCEPTS AND MECHANICS
E. SUMMARY
F. DISCUSSION
IV. OTHER BUSINESS
V. ADJOURNMENT
MEMO TO: HONORABLE MAYOR AND CITY COUNCILMEMBERS
CHAIRMAN PAWLENTY AND MEMBERS OF THE
ADVISORY PLANNING COMMISSION
CHAIRMAN WENZEL AND MEMBERS OF THE
ECONOMIC DEVELOPMENT COMMISSION
FROM: CITY ADMINISTRATOR HEDGES
DATE: OCTOBER 21, 1988
SUBJECT: TAX INCREMENT FINANCING WORKSHOP TO CONSIDER
MAJOR CAPITAL IMPROVEMENTS TO INTERSTATE 494
AND TRUNK HIGHWAY 149
The City Council has scheduled a workshop (special City Council
meeting) on Thursday, October 27, 1988, at 7:15 p.m., to consider
major transportation improvements that will be required to the
I-494 and Trunk Highway 149 to accommodate corporate expansion in
northeast Eagan. These improvements are necessary in order for
Northwest Airlines to proceed with corporate expansion in 1989 as
well as other land developments that are anticipated sometime in
the future in the corporate park area surrounding the
intersection of the aforementioned highways. MPCA regulations
that require the issuance of indirect source permits have air
pollution standards that are tied closely to the number of trips
that are generated by commercial/industrial uses. Certain
transportation improvements are required in order to allow
industrial development in this area of the community.
Recently, the Economic Development Commission was given the task
by the City Council to research the feasibility of using tax
increment financing as a source of revenue for major off-site
transportation improvements. The EDC began their study of tax
increment financing earlier this year by having outside speakers
address the many facets of TIF as a source of revenue for
financing highway improvements.
Northwest Airlines has indicated that a permit may be requested
as early as May 1989 and, therefore, it is necessary to complete
both the transportation planning to identify highway improvements
and to determine all revenue sources for financing all off-site
infrastructure. Due to the short time duration, it is important
that the Economic Development Commission and City Council
participate in a workshop session to better understand an option
to use tax increment financing as a revenue source for highway
construction. If the City Council at some later date decides to
create a tax increment financing district the Advisory Planning
Commission, by law, is the entity that will hold a public hearing
prior to any final approvals by the Council.
Unfortunately, the master transportation study for the community
prepared by Short -Elliot -Hendrickson is not complete and in any
event would not specifically address the type of improvements
TIF Workshop
October 21, 1988
Page Two
required for an intense corporate expansion anticipated in this
area of the City. The Director of Public Works had contacted SEH
and given the data they have collected for the City of Eagan's
transportation master plan, data as prepared by BRW for the Lone
Oak Travel Demand Management Plan Study that was paid for by
Northwest Airlines, Cray Research and Wacovia Bank and Trust,
SEH has indicated to the City that their work can be finalized
within the next six weeks anticipating a draft concept would be
available for staff prior to the Christmas holidays. This
document is necessary to determine the cost for these roadway
improvements. For your review, a copy of the Lone Oak Travel
Demand Management Plan Study is attached.
Inaddition to the City Council, EDC and APC, the City has
invited representatives from Cray Research, Solly Robbins
Investment Group, Northwest Airlines and Larry Laukka to attend
the workshop session. The City Administrator will facilitate the
session with speakers from the City's fiscal consultant,
Springsted, Northwest Airlines and City staff that includes the
Director of Public Works, Director of Finance and Director of
Community Development.
City Administrator
Attachments
cc: Director of Community Development Runkle
Director of Public Works Colbert
Director of Finance/City Clerk VanOverbeke
TLH/j eh
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LONE OAK
TRAVEL DEMAND
MANAGEMENT PLAN
JUNE, 1988
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LIST OF FIGURES
1. Project Site and Ownership 3
2. Trip Distribution 11
3. High Occupancy Vehicle Interchange 20
4. New Ramps to I -35E 21
LIST OF TABLES
1. Land Use Development Phasing 4
2. Trip Generation Rates 7
3. Trip Generation 9
4. Workplace Based TDM Reduction 16
5. TDM Trip Generation 17
6. Intersection Capacity Improvements 19
7. Intersection Capacity Analysis 23
8. Candidate Funding Sources 27
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SUMMARY
The 452 -acre Lone Oak site in Eagan, Minnesota, is bounded
by I-494 on the north, TH 149 on the west, and Lone Oak Road
on the south. The eastern boundary of the site is west of
Argenta Trail. The major existing development on the site
is the Northwest Airlines world headquarters. The remainder
of the site is currently undeveloped.
The major property owners of the Lone Oak Site are Northwest
Airlines, Wachovia Bank and Trust Company, Cray Research,
and Laukka-Beck. The property owners intend to develop the
site with a mix of retail, office, office/showroom, and
research and development land uses. The property owners are
concerned about the potential for traffic congestion on the
roadways serving the site. In addition, Northwest Airlines
desires additional development on their property.
Thus, the purpose of this report is as follows:
o Estimate the future traffic volumes on the roads
serving the project site including traffic generated by
site development and background traffic growth
resulting from other developments.
o Evaluate expected traffic operations on the roadways
serving the site.
o Identify roadway improvements which will increase the
traffic capacity of the site.
o Identify travel demand management measures which will
decrease the traffic generated by development on the
site.
The analysis of traffic operations indicated that capacity
deficiencies are primarily associated with PM peak hour out-
bound traffic volumes desiring to go west on I-494. The
outbound movement from northbound TH 149 to westbound I-494
includes not only the traffic desiring to go west on I-494
but also the majority of the traffic desiring to go north
and south on I -35E. With full site development, no changes
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to the existing street system, and • no travel demand manage-
ment, the volume of traffic desiring to make this movement
in the PM peak hour would be almost twice the available
capacity.
To mitigate the potential traffic capacity deficiencies, a
combined program of travel demand management and roadway
improvements is recommended.
The recommended elements of the travel demand management
plan are as follows:
o Mixed land use development - the combination of retail
and employment -oriented land uses will help to reduce
peak traffic generation. It is important to maintain
the mix of land uses which are currently anticipated.
o Transportation Management Organization (TMO) -
Northwest Airlines, Wachovia, and Laukka-Beck should
commit to participation in a TMO. Cray should also be
encouraged to participate. The TMO will serve to coor-
dinate travel demand management efforts and ensure on-
going participation in travel management programs.
o Variable Work Hours - Northwest Airlines is required to
implement programs to encourage at least 14 percent of
their employees to start and end work outside the nor-
mal peak periods. A similar commitment should be
sought from other major employers on the site.
o On -Site Transportation Coordinator - The TMO should
hire an on-site transportation coordinator. This per-
son's responsibilities should include coordination with
Minnesota Rideshare and the MTC, communication with
site employees, discussions with site employers, and
ongoing monitoring of program effectiveness.
o Preferential parking for carpools/vanpools - Sufficient
spaces close to entrance doors should be provided to
accommodate carpool/vanpool parking needs.
o On-site waiting and loading areas - The need to provide
convenient waiting and loading areas for carpools and
vanpools should be considered in the planning of new
site buildings.
o Preferential HOV Access to I-494 - As discussed below,
exclusive HOV access to I-494 is proposed. The HOV
access will be attractive to site employees because of
the projected capacity deficiencies on TH 149 at I-494
for single -occupant vehicles.
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INTRODUCTION
The 452 -acre Lone Oak site in Eagan, Minnesota, is bounded
by I-494 on the north, TH 149 on the west, and Lone Oak Road
on the south. The eastern boundary of the site is west of
Argenta Trail. The major existing development on the site
is the Northwest Airlines corporate headquarters. The
remainder of the site is undeveloped.
The impacts of development of the Lone Oak site were ana-
lyzed in an Environmental Impact Statement (EIS) completed
in March 1985. The EIS analyzed the impacts associated
with approximately 3.1 million square feet of development
including retail, office, office/showroom, and research and
development land uses. This development was anticipated to
occur by 2005 with an additional 1.1 million square feet
after 2005. The EIS analysis was used as the basis for
attaining state permits allowing for the development of up
to 3.1 million square feet. The EIS analysis indicated that
with this level of development, traffic congestion was
likely to occur along TH 149 adjacent to the site and at the
TH 149 interchange with I-494.
The major property owners of the Lone Oak Site are Northwest
Airlines, Wachovia Bank and Trust Company, Cray Research,
and Laukka-Beck. The property owners are concerned about the
potential for traffic congestion. In addition, Northwest
Airlines desires additional development on its property.
Thus, the purpose of this report is as follows:
o Estimate the future traffic volumes on the roads
serving the project site including traffic generated by
site development and background traffic growth due to
other developments.
o Evaluate expected traffic operations on the roadways
serving the site.
o Identify roadway improvements which will increase the
traffic capacity of the site.
o Identify travel demand management measures which will
decrease the traffic generated by development on the
site.
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The roadway improvement elements of the travel management
plan are as follows:
o Intersection capacity improvements at the intersections
with TH 149 from I-494 to Lone Oak Road and at the
intersection of Lone Oak Road and Lone Oak Drive.
These capacity improvements all consist of adding turn
lanes. One improvement which should be made as soon as
possible is the addition of a left turn lane from the
eastbound I-494 exit ramp to southbound TH 149.
o The provision of an entrance ramp to I -35E from TH 149
connecting to the northerly I-494 ramp terminal would
improve PM peak hour outbound traffic movements and
should be pursued and implemented as soon as possible.
A corresponding exit ramp from northbound I -35E to TH
149 is less critical but would improve AM peak hour
traffic operations.
o Right-of-way should be reserved or easements granted
along the western edge of the site for the expansion of
TH 149 from four to six lanes. This improvement may or
may not be necessary depending on the effectiveness of
the TOM program described below.
o An HOV (high occupancy vehicle) interchange to I-494
from the Lone Oak site provides an important incentive
to carpool and should be considered for possible future
implementation. Usage of the interchange would be
restricted to vehicles with two or more occupants. The
interchange could be designed to serve I-494 as it
exists today or to feed HOV lanes in the median of the
existing road.
With the proposed travel demand management program and the
proposed roadway improvements, there will be acceptable
traffic operations in the vicinity of the Lone Oak site with
the level of development proposed for the site.
Funding for the proposed travel management plan is antici-
pated to come from a variety of private and public sources.
The private sector will have primary responsibility for the
funding and implementation of on-site travel demand manage-
ment measures. The private sector's role in the funding of
public roadway improvements should be to encourage public
expenditures through private participation in the cost of
improvements.
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LAND USE
The ownership of the Lone Oak site is shown on Figure 1.
Anticipated land use types and levels of development are
documented in Table 1.
The land uses in the Northwest Airlines portion of the site
are taken from the Northwest Airlines Planned Unit
Development Amendment Application. Land uses within the
remainder of the Lone Oak study area are based primarily on
the land use types and sizes documented in the EIS. Outlined
below are the assumptions which were made to adapt the data
in the EIS to arrive at phased development projections by
parcel in the study area:
Jio Table 1 of the Final EIS documents 419,000 square feet
of retail space, but only 343,000 square feet of retail
space is shown on FEIS Figure 2, the site concept plan.
The 419,000 square feet of retail space was used in the
Northwest Airlines and Wachovia Indirect Source Permit
Applications so it was assumed to be correct. The
ji additional retail square footage (76,000 square feet)
was assumed to occur in parcel P. The square footage
of office/showroom and research and development was
reduced by 76,000 square feet in Parcel P to maintain a
total of 324,000 square feet of development in the par-
cel.
7,43 ?
o Figure 2 of the Final EIS shows Parcel N developing
with a mix of office, office/showroom, and research and
development uses over Phases 1, 2, 3, and 4. In order
ji to be consistent with the values in FEIS Table 1, this
development was assumed to be complete by Phase 3.
-- o Parcel Q was expected to be developed in Phase 4. In
order to be consistent with FEIS Table 1, 9,000 square
feet of development would need to take place in Phase
3.
o 'According to the agreement negotiated with Cray
Research, Cray is entitled to develop 910,000 square
feet in Phases 1 through 4. The 910,000 square feet
-were expected to be a mix of office, office/showroom,
and research and development land uses. The Final EIS
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TABLE 1
LAND USE DEVELOPMENT PHASING FOR LONE OAK SITE
FANUtL
LANU Ubt
PHASE I
1985-1990
PHASE II
1990-95,
PHASE III
1995-2000
PHASE IV
2000-2005
YEAR 2005
TOTALS
NORTHWEST AIRLINES
A
General Offices
264,630
250,000
250,000
764,630
B
Office
68,800
68,800
C
Office
111,000
111,000
D
Computer Center
300,000
300,000
E
Hotel
200,000
200,000
F
Office
112,500
112,500
G
Training Center
200,000
200,000
H
N.A.T.C.O.
257,979
150,000
407,979
I
Office/Tech
90,000
90,000
1: I •
- Is.•" • • '
22,6UY
818,800
461,000
452,500
2,254,909
WACHOVIA
J-1
Retail
30,000
30,000
J-2
Office
50,000
50,000
K-1
Retail
50,000
50,000
K-2
. Office
35,000
35,000
L-1
Retail
70,000
70,000
L-2
Office
30,000
30,000
M-1
Retail
150,000
150,000
M-2
Office
35,000
65,000
100,000
N-1
Office, Office/Showroom
Research & Development
50,000
200,000
40,000
290,000
0-1
Office
66,000
25,000
91,000
0-2
Retail
43,000
43,000
P-1
Office, Office/Showroom
248,000
248,000
Research & Development
P-2
Retail
76,000
76,000
Q-1
Office, Office/Showroom
Research & Develo•ment
9,000
114,510
123,510
1: 1 •
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11,111
11,111
, ,$SI
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CRAY
R-1
Office
364,000
160,000
73,000
597,000
R-2 Research & Development
91,000
40,000
18,000
149,000
SUBTOTAL - CRAY
455,000
200,000
91,000
746,000
LAUKKA-BECK
S-1
Office
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TOTALS
1,177,609
1,518,800
1,099,000
592,010
4,387,419
NOTE: Parcel identifiers correspond to Figure 1.
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documented 761,510 square feet of development on the
Cray property in Phases 1 thru 4. The difference in
square footage (910,000 - 761,510) = 148,490) was
deducted from Parcel Q in order to maintain the same
control totals as the FEIS.
o The Cray master plan discusses ultimate development of
up to 1,200,000 square feet of development with a mix
of 80 percent office and 20 percent research and deve-
lopment.
o Based on the parking ratios contained in the NWA and
Wachovia Indirect Source Permit Applications, Cray
could not develop 910,000 square feet with 80 percent
office given their current allocation of 4,000 parking
spaces in the JAR Indirect Source Permit. Thus, Cray
development was reduced to 746,000 square feet with 80
percent office to be consistent with the number of per-
mitted parking spaces.
CRAY LAND USE AND PARKING ASSUMPTIONS
SIZE PARKING REQUIRED
LAND USE (1000 SF) (PER 1000 SF) TOTAL
Office 597 5.6 3,344
R&D 149 4.4 656
TOTAL 746 4,000
o In the FEIS, all of the development on the Cray pro-
perty was anticipated to occur in phases 4 and 5. The
actual phasing of this property has been estimated
based on the staging of development contained in the
Cray master plan submitted to the City of Eagan. The
assumed phasing shows half of the development occurring
in Phase 1, with decreasing amounts of development in
subsequent phases.
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TRIP GENERATION
Table 2 contains the trip generation rates used to develop
the traffic forecasts. These rates are considered to be
representative existing conditions in the area with no par-
ticular effort to promote carpooling or otherwise influence
travel demand. The trip generation rates have been derived
from a variety of sources as described below.
Northwest Airlines General Offices - The AM and PM peak hour
trip generation rates were counted at the existing Northwest
Airlines corporate headquarters building in October 1987 by
Benshoof and Associates. The PM peak hour trip rate is
11 percent higher than was used in the EIS. The counts also
indicated an average vehicle occupancy of 1.11 persons per
vehicle. The daily trip generation rate was taken from the
EIS.
NATCO and Training Center - Both of these facilities will
provide training for Northwest Airlines employees.
Approximately 40 percent of the employees will come from
the metro area, while the remainder will come from out of
town. The NATCO facility will provide flight simulator
training on a 24-hour basis. The facility will employ
approximately 600 people, and twenty percent of these people
are expected to work between 6:00 PM and 6:00 AM. The
Training Center will be used by approximately 650 employees
per day. Some of the employees will be teaching classes and
others will be taking classes. Classes will be scheduled on
a half-day basis: 8:00 to noon and 1:00 to 5:00. Out of
town employees will be transported to the Training Center
and NATCO facility by shuttle buses which are assumed to
carry six persons per vehicle. These usage characteristics
were used to derive the trip generation rates shown in the
table.
Computer Center - The Computer Center will employ approxi-
mately 500 people and will operate 24 hours a day. Fifteen
percent of the people are expected to work between 6:00 PM
and 6:00 AM. The ITE (Institute of Transportation
Engineers) daily trip generation rate for a research center
has been used to represent the Computer Center. Peak period
rates were based on ITE office rates modified for 24-hour
operations.
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TABLE 2
TRIP GENERATION RATES FOR LONE
OAK LAND USES
LAND USE TYPE
NWA Generall/
Offices
NATCO2/
Computer Center2
Training Center3/
Other NWA .Off ice./
Office/Tech3/
Hote14/
Retail3/
Office./
Office/Showroom/./
R&D
R&D3/
TRIP GENERATION RATES PER UNIT
----PM PEAK HOUR TRIPS ---AM PEAK HOUR TRIPS ---
MEASUREMENT UNIT DAILY INBOUND OUTBOUND TOTAL INBOUND OUTBOUND TOTAL
1000 sq ft 16.80 0.15 1.89 2.04 2.33 0.09 2.42
Employee
Employee
Employee
1000 sq ft
1000 sq ft
Occupied Room
1000 sq ft
1000 sq ft
1000 sq ft
1000 sq ft
1.20 0.04 0.13
2.40 0.05 0.43
1.20 0.06 0.15
16.80 0.21 1.62
7.85 0.38 1.47
10.14 0.32 0.33
49.70 2.44 2.44
16.80 0.21 1.62
9.90 0.17 1.37
0.17 0.13 0.04 0.17
0.48 0.43 0.05 0.48
0.21 0.15 0.06 0.21
1.83 1.63 0.30 1.93
1.85 0.84 0.16 1.00
0.65 0.55 0.27 0.82
4.87 0.30 0.20 0.50
1.83 1.63 0.30 1.93
1.54 1.34 0.20 1.54
5.30 0.01 0.89 0.90 1.11 0.09 1.20
1/
2/
3/
4/
Rates are based on existing trip generation counted at the. existing Northwest
Airlines building in October 1987.
Rates are based on anticipated employee usage characteristics and facility schedules.
Rates are taken from
Environmental Impact
the Laukka-Beck Eagan Site Development Proposal Final
Statement, March 1985.
Rates are taken from Trip Generation, Third Edition, Institute of Transportation
Engineers, 1983.
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Office - The office land use type trip generation rates were
taken from the EIS. These rates were applied to the other
Northwest office development and office development on the
remainder of the site. The rates were originally taken from
a study of multi -use developments conducted by BRW for the
Metropolitan Council.
Retail - The retail trip generation rates were also taken
from the EIS and are the ITE trip generation rates.
Hotel - The hotel trip generation rates are taken from the
ITE rates and are based on 85 percent occupancy.
Research and Development - The R&D rates were taken from the
EIS and are based on the ITE trip generation rates.
Office, Office/Showroom, R&D - The actual type of this deve-
lopment will depend on market forces. For purposes of this
analysis, the trip generation rates are based on one-third
office, one-third office/showroom, and one-third R&D. The
rates are those used in the EIS.
The trip generation rates described above are applied to the
projected land use development in Table 3. The table shows
the daily, AM, and PM peak hour trip generation expected
from the site for each phase of development. The expected
trip generation is compared to the trip generation estimated
for the EIS analysis.
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TRIP DISTRIBUTION
The geographic distribution of traffic generated by the site
is shown in Figure 2. The trip distribution was derived
from analysis of the Metropolitan Council's Year 2010
regional traffic forecast. The trip distribution is similar
to that used in the EIS which was based on the Metropolitan
Council's Year 2000 regional traffic forecast. The revised
distribution indicates some shift in travel from the north
and west to the east and south. This shift is considered to
be indicative of increased development in the south and east
suburbs of the metropolitan area, which will increase the
travel demand to the south and east.
10
r
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tproject Site
e o{ Lone Oak,percer►ta9 ted Traffic
4f...2:4/0 Oremed to and ss p from
Each Acce
FIoad
GURE 2 TRIBUTION
1 DIRECTIONAL DISTRIBUTION
POLITAN FORECAST
BASED
ON MREG ONAI TRAFFIC
YEAR 200
. % of the Site Ge tion nerated
Pas Local D
TEL LONE 01
AVEL DEM
�j, GEMENT
mAN p'
�--- ;L
c
1
BACKGROUND TRAFFIC
Background traffic refers to traffic not generated on the
Lone Oak site. Background traffic has been estimated based
on existing traffic counts with an assumed growth rate of
two percent per year. The two percent annual growth rate
yields a growth in background traffic of over 40 percent
between now and the Year 2005.
An analysis of background traffic growth was also conducted
using development forecasts supplied by the City of Eagan.
These development forecasts were generally in terms of
number of acres of potential development by type and travel
analysis zone. The development forecasts were used to esti-
mate background traffic growth using the following method-
ology:
o Estimate trip generation by travel analysis zone using
per acre trip rates by development type.
o- Estimate the distribution of traffic using the
Metropolitan Council regional traffic forecast.
o Assign the traffic to the street system in accordance
with the traffic distribution.
This methodology indicated that background traffic volumes
could grow by as much as four percent per year, which would
result in a 100 percent increase in background traffic be-
tween now and 2005. The two percent per year growth factor
was considered more appropriate for use in this analysis for
a number of reasons. The trip generation rates are based on
driveway counts of isolated suburban developments. Applying
these rates over the majority of a city overestimates trip
generation in that it does not account for:
o Linked trips - A trip would be generated at both ends
and double counted. For example, a work trip would be
generated at both the office and residential ends.
o Intercepted trips - A portion of the trips is already
on the road. New development would not generate new
traffic but divert existing traffic from an alternative
destination.
12
1
1
1
1
1
1
o Multi-purpose trips - Many trips have multiple purposes
and would be generated at each of the trip purpose
locations. This also leads to double counting traffic.
These factors could result in a significant reduction in the
total city-wide trip generation. The City of Eagan is
currently preparing a city transportation plan which would
likely yield a better estimate of background traffic growth.
13
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TRAVEL DEMAND MANAGEMENT
Travel demand management (TDM) refers to actions taken to
decrease the demand for travel particularly during peak
periods. The I-494 Corridor Study included a detailed ana-
lysis of the effectiveness of various TDM strategies.
Although the Lone Oak development is not within the I-494
Corridor study area, the effectiveness measures used in the
analysis were based on the findings of several national stu-
dies and are considered appropriate for use in the Lone Oak
area.
The corridor study identified several packages of travel
demand strategies which could be used to reduce trips in the
corridor. The three scenarios used for projecting potential
trip reduction for the Lone Oak development are described
below.
Low TDM Scenario
o --Employer participation with Minnesota Rideshare
o Variable work hours
o Mixed land use development
Comments:
o The use of Minnesota Rideshare and variable work hours
can be promoted within the development.
jo The proposed development is designed as a mixed use
development. The effectiveness of this strategy in
reducing vehicle trips is represented in the internal
trip percentage.
Medium TOM Scenario (Medium Low in the I-494 study)
All of the above plus:
o Employer on-site transportation coordinator
o Preferential parking for carpools/vanpools
o On-site waiting/loading areas
I o Transportation management organization (TMO)
establishment
o Basic TDM ordinance .
o Strong mixed land use requirement
ji
14
1
1
Comments:
j
1
3
1
1
1
i
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1
o A transportation coordinator can be provided by the
developer.
o Site design can include waiting areas and preferential
parking.
o The establishment of and membership in a TMO can be
required; trip generation restrictions can be placed
on the development in lieu of a general TDM ordinance.
o The proposed development is designed as a mixed use
development. The amount of trip reduction which can be
achieved with this strategy is represented in the
internal trip percentage. No increase in the internal
trip percentage has been assumed under the medium TDM
scenario.
High TDM Scenario
All of the above plus:
o Implementation of parking charges
o Parking constraint/limitation
o Exclusive I-494 HOV ramps to/from the employment area
Comments:
o Parking fees can be required in the development.
o Site design can restrict the amount of parking pro-
vided.
o The impact of exclusive HOV access has been evaluated.
Table 4 shows the percentage reductions in trip generation
associated with the levels of TDM described above. These
estimates are based on the land uses expected with full
development on the Lone Oak site. As noted above, these
reductions do not include estimates of internal traffic.
The EIS used an internal trip reduction factor of 5 percent
which is considered appropriate to account for linked and
multi-purpose travel within the site.
Table 5 shows the effect of the TDM reductions on the Lone
Oak site trip generation. The reductions noted in Table 4
have been applied to the daily as well as the peak hour trip
generation. The reduction in the number of daily trips
would be less than shown in Table 5, since variable work
hours would not affect total daily traffic.
15
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16
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TABLE 5
TRIP GENERATION WITH TDM ON THE LONE OAK SITE
-TRIPS GENERATED
---PM PEAK HOUR TRIPS AM PEAK HOUR TRIPS --
1 SCENARIO DAILY INBOUND OUTBOUND TOTAL INBOUND OUTBOUND TOTAL
NO TOM
67,084 1,703 6,048 7,753 5,514 828 6,344
HIGH TDM
1 MEDIUM TDM
LOW TDM
51,497 1,464 4,363 5,826 3,766 610 4,375
61,351 1,623 5,415 7,037 4,851 748 5,596
64,303 1,661 5,749 7,409 5,205 791 5,995
EIS TRIP GENERATION
1
1
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1
1
1
53,483 1,502 4,702 6,204 NA NA NA
17
f
TRAFFIC OPERATIONAL ANALYSIS
The traffic operational analysis focused on the operation of
ten key intersections serving the site. The analysis con-
sidered the intersections along TH 149 from Mendota Heights
Road south to TH 55 and the site access from Lone Oak Road.
The analysis used the methodology given in the 1985 Highway
Capacity Manual to estimate the critical volume at each
intersection. The AM and PM peak hour critical volumes were
compared to maximum critical volumes which represent the
capacity of the intersection. These procedures were used to
estimate the volume to capacity (V/C) ratio at each inter-
section. A V/C ratio of less than 1.0 indicates that the
volume is less than capacity and should operate satisfac-
torily. A V/C ratio over 1.0 indicates that the traffic
demand exceeds the available capacity, and operational
problems and significant delays are likely.
Traffic forecasts and operational analyses were conducted
for the following scenarios:
Scenario 1: No Mitigation - The existing road system with
full development on the project site.
Scenario 2: Intersection Capacity Improvements - The
existing road system with full development and turn lanes
added at the key intersections in response to expected cri-
tical movements. The intersection capacity improvements are
described in Table 6.
Scenario 3: Intersection Capacity Improvements with High
TDM - The existing road system, full development, intersec-
tion capacity improvements, and site trip generation reduced
by a high level of TDM.
Scenario 4: High Occupancy Vehicle Interchange - A high
occupancy vehicle (HOV) interchange as shown in Figure 3 was
assumed. The interchange would be located east of TH 149
and west of Delaware Avenue. The interchange would be
restricted to vehicles with two or more occupants only and
could be constructed with or without HOV lanes on I-494.
The HOV interchange would provide access to the center of
I-494 with entrance and exit ramps on the left side of the
mainline.
18
1
1
1
TABLE 6
INTERSECTION MITIGATION REQUIREMENTS
INTERSECTION RECOMMENDED CAPACITY IMPROVEMENTS
1 TH149/Mendota Hts Rd o None required
PROPOSED
INTERSECTION
GEOMETRICS
L
7 - • 11
i2 TH149/I494 WB Ramp
1 3 TH149/I494 EB Ramp
1
1
4 TH149/O'Neill Rd
o Add westbound left turn lane
1 !L I,
T1
5 TH149/Northwest Pkwy
ii6 TH149/Lorre Oak Pkwy
1
i
7 TH149/THE;5 (North Jct)
o Add westbound left turn lane
o Add westbound left turn lane
o Add westbound right turn lane
o Add southbound left turn lane
o Add westbound left turn lane
o Add westbound right turn lane
o Add southbound left turn lane
o Add westbound left turn lane
o Add westbound right turn lane
o Add westbound right turn lane
o Add eastbound left turn lane
JAL `,-
72
118 TH149-55/Lone Oak Rd
1
o Add westbound right turn lane
o Add eastbound left turn lane
o Add southbound left turn lane
HJIIL r'
)11 rr-
9 TH149/TH55 (South Jct) o None required
1
10 Lone Oak Dr/Lone Oak Rd o Add eastbound left turn lane
a
1
o Add westbound right turn lane
JJl
Note: The above capicity improvements may require 1THR000H
additional right-of-way. r RIGHT
1 LEFT
THROUGH,
RIGHT & LEFT
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Scenario 5 and 6: New Ramps to I -35E - Ramps would be pro-
vided along the north and south sides of I-494 between the
TH 149 ramp terminals and the I-494 ramps to I -35E as shown
in Figure 4 . These ramps would provide direct access to
northbound and southbound I -35E from• TH 149 and to TH 149
from northbound I -35E. The I -35E ramps were analyzed with
the HOV interchange and both medium (Scenario 5) and high
(Scenario 6) TDM.
Scenario 7: Expanded TH 149 Bridge over I-494 - The TH 149
bridge over I-494 would be expanded such that an additional
through lane in each direction could be provided. The third
through lane in each direction would begin at the northerly
I-494 ramp terminal and continue through the TH 149 inter-
section with Northwest Parkway. This alternative is only
effective combined with the new ramps to I -35E. This option
was tested with medium TDM.
The forecast traffic volumes are contained in the appendix.
The results of the operational analyses are shown in
Table 7. Following is a discussion of the analysis results.
The analysis of traffic operations indicated that the pri-
mary capacity deficiencies are associated with PM peak hour
outbound traffic volumes desiring to go west on I-494. The
outbound movement from northbound TH 149 to westbound I-494
includes not only the traffic desiring to go west on I-494
but also the majority of the traffic desiring to go north
and—south on I -35E. With full site development, no changes
to the existing street system, and no travel demand manage-
ment, (Scenario 1) the volume of traffic desiring to make
this movement in the PM peak hour would be almost twice the
available capacity. The volume of traffic desiring to make
this movement not only exceeds the capacity of the ramp ter-
minal intersection but also the capacity of the entrance
ramp. Thus, the provision of separate access to I -35E is
necessary to improve the operation of this movement. The
results indicate that with a high level of TDM, it may not
be necessary to widen the TH 149 bridge over I-494 (Scenario
6). While congestion is still forecast, the remaining
congestion on TH 149 will make the HOV interchange more
attractive. With a medium level of TDM, the TH 149 bridge
over I-494 would have to be widened to provide an acceptable
level of service.
The corresponding AM peak hour inbound traffic movement,
from eastbound I-494 to southbound TH 149, is also expected
to experience capacity deficiencies. Without intersection
improvements (the addition of a left turn lane on the I-494
off ramp), this movement is more deficient than the outbound
movement. The capacity problems in the AM peak hour are
generally not projected to be as severe as in the PM peak
hour primarily because the AM peak hour trip generation is
22
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less than the PM peak hour trip generation. The new ramp
from northbound I -35E to TH 149 does not substantially
improve intersection operations. A more important improve-
ment is an additional southbound lane across the TH 149
bridge.
The HOV interchange is projected to serve approximately 650
site -generated vehicles in the PM peak hour with a high
level of TDM. With a medium level of TDM, the HOV
interchange would only serve approximately 100 site -
generated vehicles. However, the medium TDM scenario does
not reflect the incentive to carpool caused by the HOV
interchange since exclusive freeway access is defined as
part of the high TDM scenario. Thus, some additional car-
pooling reduction beyond that assumed for the medium TDM
scenario would likely result from the HOV interchange. No
usage of the HOV interchange by non -site generated vehicles
has been assumed.
Another traffic mitigation option is the construction of a
general purpose interchange in approximately the same loca-
tion as proposed for the HOV interchange. This option was
not specifically analyzed but would be expected to operate
satisfactorily with the intersection improvements, a medium
level of TDM and the proposed ramp access to I -35E. A
general purpose interchange would primarily serve site
generated traffic which would reduce the travel demand on
TH 149.
The need for three through lanes on TH 149 at the I-494
interchange and possibly south to TH 55 is dictated pri-
marily by the growth in background traffic volumes. As
discussed previously, this analysis assumed a background
traffic growth rate of two percent per year which yields a
forty percent growth in backgrcund traffic between now and
2005. If background traffic grows at a faster rate or more
overall, the need for widening TH 149 will be accelerated.
The TH 149 interchange with I-494 provides access to and
from the I-494 bridge for a fairly large travelshed area to
the southeast primarily along TH 55.
24
COSTS AND FUNDING
Following are cost estimates for the roadway improvements
discussed previously. These cost estimates are intended to
provide order of magnitude estimates for comparison purposes
only.
HOV Interchange Without HOV Lanes: $5 million
Assumptions:
o I-494 mainline alignment to remain as it exits today
o No HOV lanes on I-494
HOV Interchange with HOV Lanes: $9 million
Assumptions:
o Addition of HOV lanes to I-494 to be provided by others
o Eastbound lanes of I-494 will have to be relocated to
— the south in order to create space in the median for
the HOV interchange.
o Delaware Avenue bridge over I-494 may have to be
modified to accommodate the relocation of the eastbound
I-494 lanes. This modification has been estimated at
$2 million and is included in the $9 million total cost
. New Ramps Along I-494 Between TH 149 and I -35E: $2 million
Assumptions:
o Includes modifications to the intersections of TH 149/
I-494 WB ramps and TH 149/I-494 EB ramps
o Assumes right-of-way cost of two dollars per square
foot
New General Purpose Interchange on I-494 East of TH 149:
$6 million
Assumptions:
o Interchange layout assumed to be similar to the layout
proposed by Benshoof and Associates (May 15, 1987,
report).
25
JI
11 4. Intersection Improvements: $1 million
1
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Assumptions:
o Right-of-way cost assumed to be -two dollars per square
foot
o Includes cost of providing signals at unsignalized
study area intersections.
Widening of TH 149: $1 million
Assumptions:
o Five -lane bridge over I-494
o Third southbound lane through southerly ramp terminal
and intersection with O'Neill Road
o Third northbound lane from Northwest Parkway through
the southerly ramp terminal
o Right-of-way cost assumed to be two dollars per square
foot
Table 8 identifies potential sources of funding for the
various elements of the travel management plan.
The private sector will have primary responsibility for the
funding and implementation of on-site travel demand manage-
ment measures. These measures should include establishment
of a Transportation Management Organization (TMO) with a
designated transportation coordinator. Future site develop-
ment should include provisions to encourage car pooling and
transit such as waiting and loading areas and preferential
parking and access.
The private sector's role in the funding of public roadway
improvements should be to encourage public expenditures
through private participation in the cost of improvements.
This private participation could take the form of right-of-
way donations and/or funds collected through the establish-
ment of a benefit assessment district. The private sector
should also participate by lobbying elected officials and
government transportation agencies to achieve funding for
the -road improvements.
cc
26
TABLE 8
CANDIDATE FUNDING SOURCES FOR LONE OAK
TRAVEL MANAGEMENT PLAN
PLAN ELEMENT
CANDIDATE FUNDING SOURCE(S)
Travel Demand Management
Program
Intersection Capacity
Improvements
TH 149 ramps to I -35E
Widening of TH 149
HOV Interchange
Private Sector
Private Sector: Benefit
Assessment Trunk Highway
funds
Interstate 3R/4R Funds
Private Sector: Benefit
Assessment Trunk Highway
funds
Federal Demonstration funds
27
CONCLUSIONS AND RECOMMENDATIONS
Based on the analysis results documented above, the travel
demand management plan for the Lone Oak site should consist
of a combined program of roadway improvements and travel
demand management measures. Based on the projected phasing
of the site development, following is a description of the
roadway improvements which should be implemented.
o The intersection capacity improvements are projected to
be required between now and the completion of Phase II
development. In particular, the addition of a second
left turn lane from the I-494 eastbound exit ramp to
southbound TH 149 is needed now to improve AM peak hour
traffic operations.
o The provision of an entrance ramp to I -35E from TH 149
connecting to the northerly I-494 ramp terminal would
improve PM peak hour outbound traffic movements and
should be pursued and implemented as soon as possible.
A corresponding exit ramp from northbound I -35E to TH
149 is less critical but would improve AM peak hour
traffic operations.
o Right-of-way should be reserved along the western edge
of the site for the expansion of TH 149 from four to
six lanes. This improvement may or may not be
necessary, depending on the effectiveness of the TDM
program described below.
o The HOV interchange to I-494 from the Lone Oak site
provides an important incentive to carpool and should
be considered for possible future implementation.
The recommended elements of the travel demand management
plan are as follows:
o Mixed land use development - the combination of retail
and employment -oriented land uses will help to reduce
peak traffic generation. It is important to maintain
the mix of land uses which are currently anticipated.
28
o Transportation Management Organization (TMO) -
Northwest Airlines, Wachovia, and Laukka-Beck should
commit to participation in a TMO. Cray should also be
encouraged to participate. The TMO will serve to coor-
dinate travel demand management efforts and ensure on-
going participation in travel management programs.
o Variable Work Hours - Northwest Airlines is required to
implement programs to encourage at least 14 percent of
their employees to start and end work outside the nor-
mal peak periods. A similar commitment should be
sought from other major employers on the site.
o On -Site Transportation Coordinator - The TMO should
hire an on-site transportation coordinator. This per-
son's responsibilities should include coordination with
Minnesota Rideshare and the MTC, communication with
site employees, discussions with site employers, and
ongoing monitoring of program effectiveness.
o Preferential parking for carpools/vanpools - Sufficient
spaces close to entrance doors should be provided to
accommodate carpool/vanpool parking needs.
o On-site waiting and loading areas - The need to provide
convenient waiting and loading areas for carpools and
vanpools should be considered in the planning of new
site buildings.
o Preferential HOV Access to I-494 - As discussed above,
exclusive HOV access to• I-494 is proposed. The HOV
access will be attractive to site employees because of
the projected capacity deficiencies on TH 149 at I-494
for single -occupant vehicles.
These travel demand management elements are intended to pro-
vide a moderate to high level of TDM. As noted above, the
other elements required for high TDM are paid parking and
parking space restrictions. These additional actions may be
applicable if implemented throughout the I-494 corridor.
Without corridor -wide implementation, these parking restric-
tions would put the Lone Oak development at a competitive
disadvantage and would likely result in reduced development
and/or building occupancies.
29
APPENDIX A
FORECAST PEAK HOUR INTERSECTION TURNING MOVEMENTS
30
AM AND PM PEAK HOUR TURNING MOVEMENTS
WITH NO TDM, NO ADDITIONAL ROADWAYS
Ir •
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1
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1
INTERSECTION TRAFFIC VOLUMES
LONE OAK TRANSPORTATION MANAGEMENT PLAN - A.M. PEAK
INTERSECTION 1 TH149/MENDOTA HT RD
----NORTH APPROACH ---- EAST APPROACH ----SOUTH APPROACH ---- WEST APPROACH
THRU RIGHT LEFT THRU RIGHT LEFT THRU RIGHT LEFT THRU RIGHT LEFT
BASELINE 143. 14. 14. 0. 0. 0. 400. 14. 43. 14. 129. 43.
DEVELOPMENT 519. 0. 0. 0. 0. 0. 55. 0. 0. 0. 0. 0.
TOTAL 662. 14. 14. 0. 0. 0. 455. 14. 41. 14. 129. 43.
INTERSECTION 2 TH149/1494 148 RAMP
----NORTH APPROACH ---- EAST APPROACH -SOUTH APPROACH ---- WEST APPROACH
THRU RIGHT LEFT THRU RIGHT LEFT THRU RIGHT LEFT THRU RIGHT LEFT
BASELINE 97. 0. 190. 0. 133. 301. 324. 750. 0. 0. 0. 0.
DEVELOPMENT 519. 0, 0. 0. 0. 1212. 55. 206. 0. 0. 0. 0.
TOTAL 616. 0. 190. 0. 133. 1513. 379. 956. 0. 0. 0. 0.
INTERSECTION 3 TH149/1494 EB RAMP
----NORTH APPROACH ---- EAST APPROACH ----SOUTH APPROACH ---- WEST APPROACH
THRU RIGHT LEFT THRU RIGHT LEFT THRU RIGHT LEFT THRU RIGHT LEFT
BASELINE 351. 0. 47. 0. 247. 256. 830. 76. 0. 0. 0. 0.
DEVELOPMENT 1731. 0. 0. 0. 0. 1933. 261. 129. 0. 0. 0. 0.
TOTAL 2082. 0. 47. 0. 247. 2189. 1091. 205. 0. 0. 0. 0.
INTERSECTION 4 THI49/0'NEIL RD
----NORTH APPROACH ---- EAST APPROACH ----SOUTH APPROACH ---- WEST APPROACH
THRU RIGHT LEFT THRU RIGHT LEFT THRU RIGHT LEFT THRU RIGHT LEFT
BASELINE 437. 0. 0. 0. 0. 0. 846. 0. 0. 0. 0. 0.
DEVELOPMENT 2383. 0. 1279. 0. 72. 49. 318. 0. 0. 0. 0. 0.
TOTAL 2822. 0. 1279. 0. 72. 49. 1164. 0. 0. 0. 0. 0.
INTERSECTION 5 TH149/NORTHWEST PKWY
----NORTH APPROACH ---- EAST APPROACH ----SOUTH APPROACH ---- WEST APPROACH
THRU RIGHT LEFT THRU RIGHT LEFT THRU RIGHT LEFT THRU RIGHT LEFT
BASELINE 437. 0. 0. 0. 0. 0. 846. 0. 0. 0. 0. 0.
DEVELOPMENT 1443. 0. 991. 0. 121. 60. 196. 780. 0. 0. 0. 0.
TOTAL 1880. 0. 991. 0. 121. 60. 1042. 780. 0. 0. 0. 0.
INTERSECTION 6 TH149/LONE OAK. PKWY
----NORTH APPROACH ---- EAST APPROACH ----SOUTH APPROACH ---- WEST APPROACH
THRU RIGHT LEFT THRU RIGHT LEFT THRU RIGHT LEFT THRU RIGHT LEFT
BASELINE 437. 0. 0. 0. 0. 0. 757. 0. O. 0. 0. 0.
DEVELOPMENT 429. 0. 1074. 0. 157, 55. 819. 549. O. 0. 0. 0.
TOTAL 866. 0. 1074. 0. 157. 55. 1576. 549. 0. 0. 0. 0.
INTERSECTION 7
BASELINE
DEVELOPMENT
TOTAL
TH149/TH55 JCT
----NORTH APPROACH ---- EAST APPROACH ----SOUTH APPROACH ---- WEST APPROACH
THRU RIGHT LEFT THRU RIGHT LEFT THRU RIGHT LEFT THRU RIGHT LEFT
-`0. 14. 426. 714. 646. 0. o. 0. 0. 571. 0. 39.
0. 61. 423. 8. 794. 0. 0. 0. 0. 60. 0. 574.
0. 73. 849. 722. 1440. 0. 0. 0. 0. 631. 0. 613.
INTERSECTION 8 TH149-55/LONE OAK. RD
----NORTH APPROACH ---- EAST APPROACH ----SOUTH APPROACH ---- WEST APPROACH
THRU RIGHT LEFT THRU RIGHT LEFT THRU RIGHT LEFT THRU RIGHT LEFT
BASELINE 483. 14. 71. 200. 14I. 57. 1143. 14. 29. 171. 57. 71.
DEVELOPMENT 35. 35. 412. 15. 57. 14. 361. 100. 0. 107. 0. 384.
TOTAL 518. 49. 483. 215. 200. 71. 1504. 114. 29. 278. 57. 455.
INTERSECTION 9 TH149/THSS DIVERGE
----NORTH APPROACH ---- EAST APPROACH ----SOUTH APPROACH ---- WEST APPROACH
THRU RIGHT LEFT THRU RIGHT LEFT THRU RIGHT LEFT THRU RIGHT LEFT
BASELINE 0. 0. 0. 714. 0. 71. 0. 57. 428. 571. 29. 0.
DEVELOPMENT 0. 0. 0. 173. 0. 0. 0. 0. 288. 18. 31. 0.
TOTAL 0. 0. 0. 887. 0. 71. 0. 57. 71b. 589. 60. 0.
INTERSECTION 10 LONE 0 DR/LONE 0 RD
----NORTH APPROACH ---- EAST APPROACH ----SOUTH APPROACH ---- WEST APPROACH
_IARU RIGHT LEFT THRU RIGHT LEFT THRU RIGHT LEFT THRU RIGHT LEFT
BASELINE 0. 0. 0. 400. 0. 0. 0. 0. 0. 257. 0. 0.
DEVELOPMENT 0. 86. 26. 0. 288. 0. 0. 0. 0. 5. 0. 615.
TOTAL 0. 86. 26. 400. 288. 0. 0. 0. O. 262. 0. 615.
•
INTERSECTION TRAFFIC VOLUMES
LONE OAK TRANSPORTATION MANAGEMENT PLAN - P.M. PEAK
INTERSECTION 1 TH149/MENDOTA HT RD
----NORTH APPROACH ---- EAST APPROACH ----SOUTH APPROACH ---- WEST APPROACH
THRU RIGHT LEFT THRU RIGHT LEFT THRU RIGHT LEFT THRU RIGHT LEFT
BASELINE 250. 43. 0. 0. 0. 14. 294. 14. 129. 0. 43. 14.
DEVELOPMENT 135. 0. 0. 0. 0. 0. 349. 0. 0. 0. 0. 0.
TOTAL 385. 43. O. 0. 0. 14. 843. 14. 129. 0. 43. 14.
INTERSECTION 2 TH149/1494 WB RAMP
----NORTH APPROACH ---- EAST APPROACH ----SOUTH APPROACH ---- WEST APPROACH
THRU RIGHT LEFT THRU RIGHT LEFT THRU RIGHT LEFT THRU RIGHT LEFT
BASELINE 141. 0. 154. 0. 51. 79. 386. 563. 0. 0. 0. 0.
DEVELOPMENT 135. 0. 0. 0. 0. 316. 549. 2045. 0. 0. 0. 0.
TOTAL 276. 0. 154. 0. 51. 395. 935. 2608. 0. 0. 0. 0.
INTERSECTION 3 TH149/I494 EB RAMP
----NORTH APPROACH ---- EAST APPROACH ----SOUTH APPROACH ---- WEST APPROACH
THRU RIGHT LEFT THRU RIGHT LEFT THRU RIGHT LEFT THRU RIGHT LEFT
BASELINE 157. 0. 61. 0. 239. 580. 688. 180. 0. 0. 0. 0.
DEVELOPMENT 451. 0. 0. 0. 0. 503. 2594. 1282. 0. 0. 0. 0.
TOTAL 608. 0. 61. 0. 259. 1083. 3282. 1462. 0. 0. 0. 0.
INTERSECTION 4 TH149/0'NEIL RD
----NORTH APPROACH ---- EAST APPROACH ----SOUTH APPROACH ---- WEST APPROACH
THRU RIGHT LEFT THRU RIGHT LEFT THRU RIGHT LEFT THRU RIGHT LEFT
BASELINE 718. 0. 0. 0. 0. 0. 934. 0. 0. 0. 0. 0.
DEVELOPMENT 859. 0. 95. 0. 1002. 217. 2873. 0. 0. 0. 0. 0.
TOTAL 1377. 0. 95. 0. 1002. 217. 3807. 0. 0. 0. 0. 0.
•
INTERSECTION 5 TH149/NORTHWEST PKWY
----NORTH APPROACH ---- EAST APPROACH ----SOUTH APPROACH ---- WEST APPROACH
THRU RIGHT LEFT THRU RIGHT LEFT THRU RIGHT LEFT THRU RIGHT LEFT
BASELINE 724. 0. 0. 0. 0. 0. 940. 0. 0. 0. 0. 0.
DEVELOPMENT 536. 0. 540. 0. 1290. 662. 1583. 285. 0. 0. 0. 0.
TOTAL 1260. 0. 540. 0. 1290. 662. 2523. 285. 0. 0. 0. 0.
INTERSECTION 6 TH149/LONE OAK PKWY
----NORTH APPROACH ---- EAST APPROACH ----SOUTH APPROACH ---- WEST APPROACH
THRU RIGHT LEFT THRU RIGHT LEFT THRU RIGHT LEFT THRU RIGHT LEFT
BASELINE 724. 0. 0. 0. 0. 0. 954. 0. 0. O. 0. 0.
DEVELOPMENT 887. 0. 312. 0. 1265. 392. 604. 123. 0. 0. 0. 0.
TOTAL 1611. 0. 312. 0. 1265. 592. 1558. 123. 0. 0. 0. 0.
INTERSECTION 7 TH149/TH55 JCT
----NORTH APPROACH ---- EAST APPROACH ----SOUTH APPROACH ---- WEST APPROACH
THRU RIGHT LEFT THRU RIGHT LEF1 THRU RIGHT LEFT THRU RIGHT LEFT
BASELINE 0. 47. 734. 571. 357. 0. 0. 0. 0. 714. O. 26.
DEVELOPMENT 0. 663. 814. 58. 567. 0. 0. 0. 0. 5. 0. 160.
TOTAL 0. 712. 1548. 629. 924. 0. 0. 0. 0. 719. 0. 186.
INTERSECTION 8 TH149-55/LONE OAK RD
----NORTH APPROACH ---- EAST APPROACH ----SOUTH APPROACH ---- WEST APPROACH
THRU RIGHT LEFT THRU RIGHT LEFT THRU RIGHT LEFT THRU RIGHT LEFT
BASELINE 1234. 71. 143. 171. 71. 14. 843. 57. 57. 200. 29. 14.
DEVELOPMENT 390. 363. 67. 104. 396. 98. 111. 9. 0. 9. 0. 118.
701AL 1624. 434. 210. 275. 467. 112. 954. 66. 57. 209. 29. 132.
INTERSECTION 9 TH149/TH55 DIVERGE
----NORTH APPROACH ---- EAST APPROACH ----SOUTH APPROACH ---- WEST APPROACH
THRU RIGHT LEFT THRU RIGHT LEFT THRU RIGHT LEFT THRU RIGHT LEFT
BASELINE 0. 0. 0. 857. 0. 57. 0. 71. 100. 991. 286. 0.
DEVELOPMENT 0. 0. 0. 45. 0. 0. 0. 0. 75. 183. 305. 0.
TOTAL 0. 0. 0. 902. 0. 57. 0. 71. 173. 1174. 391. 0.
INTERSECTION 10 LONE 0 DR/LONE 0 RD
----NORTH APPROACH ---- EAST APPROACH ----SOUTH APPROACH ---- WEST APPROACH
THRU RIGHT LEFT THRU RIGHT LEFT THRU RIGHT LEFT THRU RIGHT LEFT
BASELINE 0. 0. 0. 400. 0. 0. 0. 0. 0. 257. 0. 0.
DEVELOPMENT 0. 598. 274. 0. 75. 0. 0. 0. 0. 31. 0. 54.
TOTAL 0. 598. 274. 400. 75. 0. 0. 0. 0. 288. 0. 54.
AM AND PM PEAK HOUR TURNING MOVEMENTS
WITH HIGH TDM, HOV INTERCHANGE AND
NEW RAMPS TO I-35E
i
i
1
1
i
j
1
1
1
1
1
1
1
1
r
INTERSECTION TRAFFIC VOLUMES
LONE OAK TDM PLAN - A.M. PEAK - WITH HIGH TDM, HOV INTERCHANGE 6 35E CD ROADS
INTERSECTION 1 TH149/MENDOTA HT RD
----NORTH APPROACH ---- EAST APPROACH ----SOUTH APPROACH ---- WEST APPROACP
THRU RIGHT LEFT THRU RIGHT LEFT THRU RIGHT LEFT THRU R:3:.T .._F7
BASELINE 250. 43. 0. 0. 0. 14. 294. 14. 129. 3. ,..
DEVELOPMENT 338. 0. 0. 0. 0. 0. 46. 0. J. O. 3. 3.
TOTAL 588. 43. 0. 0. 0. 14. 340. 14. 129. 3.
INTERSECTION 2 TH149/1494 W8 RAMP
----NORTH APPROACH ---- EAST APPROACH ----SOUTH APPROACH ---- WEST APPROACH
THRU RIGHT LEFT THRU RIGHT LEFT THRU RIGHT LEFT THRU RIGHT LEFT
BASELINE 141. 84. 70. 0. 31. 79. 386. 257. 306. 0. 0. 0.
DEVELOPMENT 338. 0. 0. 0. 0. 571. 46. 57. 68. 0. 0. 0.
TOTAL 479. 84. 70. 0. 51. 650. 432. 314. 374. 0. 0. 0.
INTERSECTION 3 TH149/1494 EB RAMP
----NORTH APPROACH ---- EAST APPROACH ----SOUTH APPROACH ---- WEST APPROACH
THRU RIGHT LEFT THRU RIGHT LEFT THRU RIGHT LEFT THRU RIGHT LEFT
BASELINE 157. 0. 61. 0. 118. 264. 688. 180. 0. 0. 141. 316.
DEVELOPMENT 910. 0. 0. 0. 0. 650. 170. 77. 0. 0. 274. 0.
TOTAL 1067. 0. 61. 0. 118. 914. 858. 237. O. 0. 413. 316.
INTERSECTION 4 TH149/0'NEIL RD
----NORTH APPROACH ---- EAST APPROACH ----SOUTH APPROACH ---- WEST APPROACH
THRU RIGHT LEFT THRU RIGHT LEFT THRU RIGHT LEFT THRU RIGHT LEFT
BASELINE 718. 0. 0. 0. 0. 0. 934. 0. 0. 0. 0. 0.
DEVELOPMENT 1130. 0. 704. 0. 78. 37. 169. 0. 0. 0. 0. 0.
TOTAL 1848. 0. 704. 0. 78. 37. 1103. 0. 0. 0. 0. 0.
INTERSECTION 5 THI49/NORTHWEST PKWY
----NORTH APPROACH ---- EAST APPROACH ----SOUTH APPROACH ---- WEST APPROACH
THRU RIGHT LEFT THRU RIGHT LEFT THRU RIGHT LEFT THRU RIGHT LEFT
BASELINE 724. 0. 0. 0. U. 0. 940. 0. 0. 0. 0. 0.
DEVELOPMENT 695. 0. 472. 0. 63. 31. 106. 182. 0. 0. 0. 0.
TOTAL 1419. 0. 472. 0. 63. 31. 1046. 182. 0. 0. 0. 0.
INTERSECTION 6 TH149/LONE OAK PKWY
----NORTH APPROACH ---- EAST APPROACH ----SOUTH APPROACH ---- WEST APPROACH
THRU RIGHT LEFT THRU RIGHT LEFT THRU RIGHT LEFT THRU RIGHT LEFT
BASELINE 724. 0. 0. 0. 0. 0. 954. 0. 0. 0. 0. 0.
DEVELOPMENT 30. 0. 676. 0. 113. 46. 175. 454. 0. 0. 0. 0.
TOTAL 774. 0. 676. 0. 113. 46. 1129. 454. 0. 0. 0. 0.
INTERSECTION 7 THI49/TH55 JCI
--NORTH APPROACH ---- EAST APPROACH ----SOUTH APPROACH ---- WEST APPROACH
THRU RIGHT LEFT THRU RIGHT LEFT THRU RIGHT LEFT THRU RIGHT LEFT
BASELINE 0. 47. 734. 571. 357. 0. 0. 0. 0. 714. 0. 26.
DEVELOPMENT 0. 53. 42. 0. 234. 0. 0. 0. 0. 0. 0. 395.
TOTAL 0. 100. 776. 571. 591. 0. 0. 0. 0. 714. 0. 421.
INTERSECTION 8 TH149-55/LONE OAK RD
----NORTH APPROACH ---- EAST APPROACH ----SOUTH APPROACH ---- WEST APPROACH
THRU RIGHT LEFI THRU RIGHT LEFT THRU RIGHT LEFT THRU RIGHT LEFT
BASELINE 1234. 71. 143. 171. 71. 14. 843. 57. 57. 200. 29. 14.
DEVELOPMENT 23. 15. 5. 28. 0. 18. 158. 143. 0. 243. 0. 77.
TOTAL 1257. 86. 148. 199. 71. 32. 1001. 200. 57. 443. 29. 91.
INTERSECTION 9 TH149/TH55 DIVERGE
----NORTH APPROACH ---- EAST APPROACH ----50014 APPROACH ---- WEST APPROACH
THRU RIGHT LEFT THRU RIGHT LEFT THRU RIGHT LEFT THRU RIGHT LEFT
BASELINE 0. 0. 0. 857. 0. 57. 0. 71. 100. 991. 286. 0.
DEVELOPMENT 0. 0. 0. 113. 0. O. 0. 0. 188. 15. 23. 0.
TOTAL 0. 0. 0. 970. • 0. 57. 0. 71. 288. 1006. 311. 0.
INTERSECTION 10 LONE 0 OR/LONE 0 RO
----NORTH APPROACH ---- EAST APPROACH ----SOUTH APPROACH ---- WEST APPROACH
THRU 818HT LEFT THRU RIGHT LEFT THRU RIGHT LEFT THRU RIGHT LEFT
BASELINE O. 0. 0. 400. 0. 0. 0. 0. 0. 257. 0. 0.
DEVELOPMENT 0. 46. 20. 0. 188. 0. 0. 0. 0. 5. 0. 386.
TOTAL 0. 46. 20. 400. 188. 0. 0. 0. 0. 262. 0. 386.
1
1
1
1
1
j
3
j
i
i
1
1
1
j
INTERSECTION TRAFFIC VOLUMES
LONE OAK TDM PLAN - P.M. PEAK - WITH HISH TDM, HOV INTERCHANGE 1.35E CD ROADS
INTERSECTION 1 TH149/MENDOTA HT RD
----NORTH APPROACH ---- EAST APPROACH ----SOUTH APPROACH ---- WEST AP?R27C:,
THRU RIGHT LEFT THRU RIGHT LEFT THRU RIGHT LEFT THRU R:2.:'; ,.-,-.
BASELINE 250. 43. 0. 0. 0. 14. 294. 14. 129. 0. 43. .
DEVELOPMENT 119. 0. 0. 0. 0. 0. 387. 0. 0. J. 0.
TOTAL 369. 43. 0. 0. 0. 14. 681. 14. 129. 0. 43. 14.
INTERSECTION 2 TH149/1494 WB RAMP
----NORTH APPROACH ---- EAST APPROACH ----SOUTH APPROACH ---- WEST APPROACH
THRU RIGHT LEFT THRU RIGHT LEFT THRU RIGHT LEFT THRU RIGHT LEFT
BASELINE 141. 84. 70. 0. 51. 79. 386. 257. 306. 0. 0. 0.
DEVELOPMENT 119. 0. 0. 0. 0. 201. 387. 481. 576. 0. 0. 0.
TOTAL 260. 84. 70. 0. 51. 280. 773. 738. 882. 0. 0. 0.
INTERSECTION 3 THI4O/1494 EB RAMP
----NORTH APPROACH ---- EAST APPROACH ----SOUTH APPROACH ---- WEST APPROACH
THRU RIGHT LEFT THRU RIGHT LEFT THRU RIGHT LEFT THRU RIGHT LEFT
BASELINE 157. 0. 61. 0. 118. 264. 688. 180. 0. 0. 141. 316.
DEVELOPMENT 321. 0. 0. 0. 0. 229. 1444. 653. 0. 0. 97. 0.
TOTAL 478. 0. 61. 0. 118. 493. 2132. 833. 0. 0. 238. 316.
INTERSECTION 4 TH149/0'NEIL RD
----NORTH APPROACH ---- EAST APPROACH----SOU1H APPROACH ---- WEST APPROACH
THRU RIGHT LEFT THRU RIGHT LEFT THRU RIGHT LEFT THRU RIGHT LEFT
BASELINE 718. 0. 0. 0. 0. 0. 934. 0. 0. 0. 0. 0.
DEVELOPMENT 564. 0. 82. 0. 624. 85. 1473. 0. 0. 0. 0. 0.
TOTAL 1282. 0. 82. 0. 624. 85. 2407. 0. 0. 0. 0. 0.
INTERSECTION 5 TH149/NORTHWEST PKWY
----NORTH APPROACH ---- EAST APPROACH ----SOUTH APPROACH ---- WEST APPROACH
THRU RIGHT LEFT THRU RI6HI LEFT THRU RIGHT LEFT THRU RIGHT LEFT
BASELINE 724. 0. 0. 0. 0. 0. 940. 0. 0. 0. 0. 0.
DEVELOPMENT 395. 0. 254. 0. 598. 212. 875. 155. 0. 0. 0. 0.
TOTAL 1119. 0. 254. 0. 598. 212. 1815. 155. 0. 0. 0. 0.
INTERSECTION 6 TH149/LONE OAK PKWY
----NORTH APPROACH ---- EAST APPROACH ----SOUTH APPROACH ---- WEST APPROACH
THRU RIGHT LEFT THRU RIGHT LEFT THRU RIGHT LEFT THRU RIGHT LEFT
BASELINE 724. 0. 0. 0. 0. 0. 954. 0. 0. 0. 0. 0.
DEVELOPMENT 279. 0. 328. 0. 891. 486. 138. 106. 0. 0. 0. 0.
TOTAL 1003. 0. 328. 0. 891. 486. 1092. 106. 0. 0. 0. 0.
INTERSECTION 7 TH149/TH55 JCT
---"NORTH APPROACH ---- EAST APPROACH ----SOUTH APPROACH ---- WEST APPROACH
THRU RIGHT LEFT THRU RIGHT LEFT THRU RIGHT LEFT THRU RIGHT LEFT
BASELINE 0. 47. 734. 571. 357. 0. 0. 0. 0. 714. 0. 26.
DEVELOPMENT 0. 451. 314. 0. 106. 0. 0. 0. 0. 0. 0. 139.
TOTAL 0. 498. 1048. 571. 463. 0. 0. 0. 0. 714. 0. 165.
INTERSECTION 8 TH149-55/LONE OAK RD
----NORTH APPROACH ---- EAST APPROACH ----SOUTH APPROACH ---- WEST APPROACH
THRU RIGHT LEFT THRU RIGHT LEFT THRU RIGHT LEFT THRU RIGHT LEFT
BASELINE 1234. 71. 143. 171. 71. 14. 843. 57. 57. 200. 29. 14.
DEVELOPMENT 177. 114. 23. 251. 0. 167. 56. 50. 0. 63. 0. 50.
TOTAL 1411. 185. 166. 422. 71. 181. 899. 107. 57. 263. 29. 64.
INTERSECTION 9 TH149/TH55 DIVERGE
----NORTH APPROACH EAST APPROACH ----SOUTH APPROACH ---- WEST APPROACH
THRU RIGHT LEFT THRU RIGHT LEFT THRU RIGHT LEFT THRU RIGHT LEFT
BASELINE 0. 0. 0. 857. 0. 57. 0. 71. 100. 991. 286. 0.
DEVELOPMENT 0. 0. 0.. 40. 0. 0. 0. 0. 66. 129. 215. 0.
TOTAL 0. 0. 0. 897. 0. 57. 0. 71. 166. 1120. 501. 0.
INTERSECTION 10 LONE 0 DR/LONE 0 RD
----NORTH APPROACH ---- EAST APPROACH ----SOUTH APPROACH ---- WEST APPROACH
THRU RIGHT LEFT THRU RIGHT LEFT THRU RIGHT LEFT THRU RIGHT LEFT
BASELINE 0. 0. 0. 400. 0. 0. 0. 0. 0. 257. 0. 0.
DEVELOPMENT 0. 418. 192. 0. 66. 0. 0. 0. 0. 23. 0. 113.
TOTAL 0. 418. 192. 400. 66. 0. 0. 0. 0. 280. 0. 113.
AM AND PM PEAK HOUR TURNING MOVEMENTS
WITH MEDIUM TDM, HOV INTERCHANGE AND
NEW RAMPS TO I-35E
1
1
1
1
1
1
1
1
1
•
INTERSECTION TRAFFIC VOLUMES
LONE OAK TDM PLAN - A.M. PEAK - WITH MEDIUM TDM, HOV INTERCHANGE 6 35E CD ROADS
INTERSECTION 1 TH149/MENDOTA HT RD
----NORTH APPROACH ---- EAST APPROACH ----SOUTH APPROACH ---- WEST APPROACH
THRU RIGHT LEFT THRU RIGHT LEFT THRU RIGHT LEFT THRU RIGHT LEFT
BASELINE 250. 43. 0. 0. 0. 14. 294. 14. 129. 0. 43. 14.
DEVELOPMENT 417. 0. 0. 0. 0. 0. 54. 0. 0. 0. 0. 0.
TOTAL 667. 43. 0. 0. 0. 14. 348. 14. 129. 0. 43. 14.
INTERSECTION 2 TH149/1494 WB RAMP
----NORTH APPROACH ---- EAST APPROACH ----SOUTH APPROACH ---- WEST APPROACH
THRU RIGHT LEFT THRU RIGHT LEFT THRU RIGHT LEFT THRU RIGHT LEFT
BASELINE 141. 84. 70. 0. 51. , 79. 386. 257. 306. 0. 0. 0.
DEVELOPMENT 417. 0. 0. 0. 0. 858. 54. 82. 97. 0. 0. 0.
TOTAL 558. B4. 70. 0. 51. 937. 440. 339. 403. 0. 0. 0.
INTERSECTION 3 TH149/1494 EB RAMP
----NORTH APPROACH ---- EAST APPROACH ----SOUTH APPROACH ---- WEST APPROACH
THRU RIGHT LEFT THRU RIGHT LEFT THRU RIOHT LEFT THRU RIGHT LEFT
BASELINE 157. 0. 61. 0. 118. 264. 688. 180. 0. 0. 141. 316.
DEVELOPMENT 1276. 0. 0. 0. 0. 979. 232. 110. 0. 0. 413. 0.
TOTAL 1433. 0. 61. 0. 118. 1243. 920. 290. 0. 0. 554. 316.
INTERSECTION 4 TH149/O'NEIL RD
----NORTH APPROACH ---- EAST APPROACH ----SOUTH APPROACH ---- WEST APPROACH
THRU RIGHT LEFT THRU RIGHT LEFT THRU RIOHT LEFT THRU RIGHT LEFT
BASELINE 718. 0. 0. 0. 0. 0. 934. 0. 0. 0. 0. 0.
DEVELOPMENT 1639. 0. 1028. 0. 107. 43. 235. 0. 0. 0. 0. 0.
TOTAL- 2357. 0. 1028. 0. 107. 43. 1169. 0. 0. 0. 0. 0.
INTERSECTION 5 TH149/NORTHWEGT PKWY
----NORTH APPROACH ---- EAST APPROACH ----SOUTH APPROACH ---- WEST APPROACH
THRU RI8HT LEFT THRU RIGHT LEFT THRU RIGHT LEFT THRU RIGHT LEFT
BASELINE 724. 0. 0. 0. 0. 0. 940. 0. 0. 0. 0. 0.
DEVELOPMENT 1014. 0. 668. 0. 82. 34. 153. 212. 0. 0. 0. 0.
TOTAL 1738. 0. 668. 0. 82. 34. 1093. 212. 0. 0. 0. 0.
INTERSECTION 6 TH149/LONE OAK PKWY
----NORTH APPROACH ---- EAST APPROACH ----SOUTH APPROACH ---- WEST APPROACH
THRU RIGHT LEFT THRU RIGHT LEFT THRU RIGHT LEFT THRU RIGHT LEFT
BASELINE 724. 0. 0. 0. 0. 0. 954. 0. 0. 0. 0. 0.
DEVELOPMENT 55. 0. 993. 0. 161. 56. 204. 568. 0. 0. 0. 0.
TOTAL 779. 0. 993. 0. 161. 56. 1158. 568. 0. 0. 0. 0.
INTERSECTION 7 TH149/TH55 JCT
-NORTH APPROACH ---- EAST APPROACH ----SOUTH APPROACH ---- WEST APPROACH
THRU RIGHT LEFT THRU RIGHT LEFT THRU RIGHT LEFT THRU RIGHT LEFT
BASELINE 0. 47. 734. 571. 357. 0. 0. 0. 0. 714. 0. 26.
DEVELOPMENT 0. 63. 49. 0. 285. 0. 0. 0. 0. 0. 0. 487.
TOTAL 0. 110. 783. 571. 642. 0. 0. 0. 0. 714. 0. 513.
INTERSECTION B TH149-55/LONE OAK RD
----NORTH APPROACH ---- EAST APPROACH ----SOUTH APPROACH ---- WEST APPROACH
THRU RIGHT LEFT THRU RIGHT LEFT THRU RIGHT LEFT THRU RIGHT LEFT
BASELINE 1234. 71. 143. 171. 71. 14. 843. 57. 57. 200. 29. 14.
DEVELOPMENT 26. 17. 5. 34. 0. 22. 192. 179. ' 0. 302. 0. 92.
TOTAL 1260. 88. 148. 205. 71. 36. 1035. 236. 57. 502. 29. 106.
INTERSECTION 9 TH149/TH55 DIVERGE
----NORTH APPROACH ---- EAST APPROACH ----SOUTH APPROACH ---- WEST APPROACH
THRU RIGHT LEFT THRU RIGHT LEFT THRU RIGHT LEFT THRU RIGHT LEFT
BASELINE 0. 0. 0. 857. 0. 57. 0. 71. 100. 991. 286. 0.
DEVELOPMENT 0. 0. 0. 139. 0. 0. 0. 0. 232. 18. 30. 0.
TOTAL 0. 0. 0. 996. 0. 57. 0. 71. 332. 1009. 316. 0.
INTERSECTION 10---- LONE 0 DR/LONE 0 RD
_ _ _ ----NORTH APPROACH ---- EAST APPROACH ----SOUTH APPROACH ---- WEST APPROACH
THRU RIGHT LEFT THRU RIGHT LEFT THRU RIGHT LEFT THRU' RIGHT LEFT
BASELINE 0. 0. 0. 400. 0. 0. 0. 0. 0. 257. 0. 0.
DEVELOPMENT 0. 55. 24. 0. 232. 0. 0. 0. 0. 5. 0. 481.
TOTAL 0. 55. 24. 400. 232. 0. 0. 0. 0. 262. 0. 481.
1
1
1
1
i
1
i
1
i
i
1
INTERSECTION TRAFFIC VOLUMES
LONE OAK TDM PLAN - P.M. PEAK - WITH MEDIUM TDM. H0V INTERCHANGE k 35E CD ROADS
INTERSECTION 1 TH149/MENDOTA HT RD
----NORTH APPROACH ---- EAST APPROACH ----SOUTH APPROACH ---- WEST APPROACH
THRU RIGHT LEFT THRU RIGHT LEFT THRU RIGHT LEFT THRU RIGHT LEFT
BASELINE 250. 43. 0. 0. 0. 14. 294. 14. 129. 0. 43. 14.
DEVELOPMENT 130. 0. 0. 0. 0. 0. 464. 0. 0. 0. 0. 0.
TOTAL 380. 43. 0. 0. 0. 14. 758. 14. 129. 0. 43. 14.
INTERSECTION 2 TH149/1494 WB RAMP
----NORTH APPROACH ---- EAST APPROACH ----SOUTH APPROACH ---- WEST APPROACH
THRU RIGHT LEFT THRU RIGHT LEFT THRU RIGHT LEFT THRU RIGHT LEFT
BASELINE 141. 84. 70. 0. 51. 79. 386. 257. 306. 0. 0. 0.
DEVELOPMENT 130. 0. 0. 0. 0. 266. 464. 706. 840. 0. 0. 0.
TOIAL 271. 84. 70. 0. 51. 345. 850. 963. 1146. 0. 0. 0.
INTERSECTION 3
BASELINE
DEVELOPMENT
TOTAL
TH149/1494 EB RAMP
----NORTH APPROACH ---- EAST APPROACH----SOIITH APPROACH ---- WEST APPROACH
THRU RIGHT LEFT THRU. RIGHT LEFT THRU RIGHT LEFT THRU RIGHT LEFT
157. 0. 61. 0. 118. 264. 688. 180. 0. 0. 141. 316.
396. 0. 0. 0. 0. 304. 2010. 954. 0. 0. 128. 0.
553. 0. 61. 0. 118. 568. 2698. 1134. 0. 0. 269. 316.
INTERSECTION 4 TH149/0'NEIL RD
----NORTH APPROACH ---- EAST APPROACH ----SOUTH APPROACH ---- WEST APPROACH
THRU RIGHT LEFT THRU RIGHT LEFT THRU RIGHT LEFT THRU RIGHT LEFT
BASELINE ' 718. 0. 0. 0. 0. 0. 934. 0. 0. 0. 0. 0.
DEVELOPMENT 713. 0. 113. 0. 914. 101. 2049. 0. 0. 0. 0. 0.
TOTAL 1433. 0. 113. 0. 914. 101. 2983. 0. 0. 0. 0. 0.
INTERSECTION 3 TH149/NORTHWEST PKWY
----NORTH APPROACH ---- EAS1 APPROACH ----SOUTH APPROACH ---- WEST APPROACH
THRU RIGHT LEFT THRU RIGHT LEFT 1HRU RIGHT LEFT THRU RIGHT LEFT
BASELINE 724. 0. 0. 0. 0. 0. 940. 0. 0. 0. 0. 0.
DEVELOPMENT 503. 0. 312. 0. 806. 234. 1243. 164. 0. 0. 0. 0.
TOTAL 1227. 0. 312. 0. 806. 234. 2183. 164. 0. 0. 0. 0.
INTERSECTION 6 TH149/LONE OAK PKWY
----NORTH APPROACH ---- EAST APPROACH - ----SOUTH APPROACH ---- WEST APPROACH
THRU RIGHT LEFT THRU RIGHT LEFT THRU RIGHT LEFT THRU RIGHT LEFT
BASELINE 724. 0. 0. 0. 0. 0. 954. 0. 0. 0. 0. 0.
DEVELOPMENT 315. 0. 422. 0. 1261. 596. 147. 119. 0. 0. 0. 0.
TOTAL 1039. 0. 422. 0. 1261. 596. 1101. 119. D. 0. 0. 0.
INTERSECTION 7 TH149/14155 JCT
----NORTH APPROACH ---- EAST APPROACH ----SOUTH APPROACH ---- WEST APPROACH
THRU RIGHT LEFT THRU RIGHT LEFT THRU RIGH! LEFT THRU RIGHT LEFT
BASELINE 0. 47. 734. 571. 357. 0. 0. 0. 0. 714. 0. 26.
DEVELOPMENT 0. 541. 369. 0. 114. 0. 0. 0. 0. 0. 0. 151.
TOTAL 0. 588. 1103. 571. 4/1. 0. 0. 0. 0. 714. 0. 177.
INTERSECTION 8 TH149-53/LONE OAK. RD
----NORTH APPROACH ---- EAST APPROACH ----SOUTH APPROACH ---- WEST APPROACH
THRU RIGHT LEFT 1HRU RIGH! LEFT THRU RIGHT LEFT THRU RIGHT LEFT
BASELINE 1234. 71. 143. 171. 71. 14. 843. 57. 57. 200. 29. 14.
DEVELOPMENT 211. 133. 26. 303. 0. 202. 61. 54. 0. 69. 0. 53.
70191. 1445. 704. 169. 476. 71. 216. 904. 111. S7. 269. 29. 67.
INTERSECTION 9 TH149/14155 DIVERGE
----NORTH APPROACH ---- EAST APPROACH ----SOUTH APPROACH ---- WEST APPROACH
THRU RIGHT LEFT THRU RIGHT LEFT THRU RIGHT LEFT THRU RIGHT LEFT
BASELINE 0. 0. 0. 857. 0. 57. 0. 71. 100. 991. 286. 0.
DEVELOPMENT 0. 0. 0. 43. 0. 0. 0. 0. 72. 155. 258. 0.
TOTAL 0. 0. 0. 900. 0. 57. 0. 71. 172. 1146. 344. 0.
INTERSECTION 10 LONE 0 DR/LONE 0 RD
----NORTH APPROACH ---- EAST APPROACH ----SOUTH APPROACH ---- WEST APPROACH
THRU RIGHT LEFT THRU RIGHT LEFT THRU RIGHT LEFT THRU RIGHT LEFT
BASELINE 0. 0. 0. 400. 0. 0, 0. 0. 0. 257. 0. 0.
DEVELOPMENT 0. 507. 232. 0. 72. 0. 0. 0. 0. 26. 0. 123.
TOTAL 0. 507. 232. 400. 72. 0. 0. 0. 0. 283. 0. 123.
MINUTES OF A SPECIAL MEETING OF
THE EAGAN CITY COUNCIL
Eagan, Minnesota
October 27, 1988
A special meeting of the Eagan City Council was held on Thursday, October
27, 1988, at 6:00 p.m., at the Eagan Municipal Center Building. Present were Mayor
Ellison and City Councilmembers Egan, Gustafson, McCrea and Wachter. Also present
were Director of Finance VanOverbeke, Director of Community Development Runkle,
Director of Public Works Colbert, Director of Parks and Recreation Vraa and City
Administrator Hedges.
COMMUNITY CENTER
Director of Parks and Recreation Vraa reviewed the most recent drawings
for the proposed Community Center Building as prepared by the City's architectural
firm, Hastings and Chivetta. He reviewed the entire floor plan, off-site
improvements and the orientation of the building as it relates to Pilot Knob Road
and the Municipal Center Building.
There were a number of questions and comments shared by members of the
City Council regarding the up to date drawings and especially conveyed a
concurrence with the new site location as to how it relates to the property. After
further discussion, Mayor Ellison thanked the Director of Parks and Recreation and
the Advisory Parks and Recreation Commission for all their work to date and
encouraged the Reaction Committee and others to continue their work on the project.
City Administrator Hedges stated that a final cost estimate and building design is
expected for Council review in late November.
TIF WORKSHOP TO CONSIDER MAJOR CAPITAL TRANSPORTATION IMPROVEMENTS
Mayor Ellison welcomed the Advisory Planning Commission members, Ron
Voracek and Scott Merkley and four members of the Economic Development Commission
including Candace Garry, Bill Duggan, George Traynor and Paul Krauss. City
Administrator Hedges introduced the City's fiscal consultant, Dave MacGillivray,
of Springsted, Inc.; Glen VanWormer, transportation consultant from SEH; John
Shardlow of Dahlgren, Shardlow and Euben, Inc., Planning Consultants for Northwest
Airlines; Don Diddams, Briggs and Morgan, Financial Advisor for Northwest Airlines;
and Tim Thornton, General Counsel for Northwest Airlines. City Administrator
Hedges stated that Northwest Airlines has requested the opportunity to meet with
the City of Eagan and discuss their future development plans and how that relates
to the financing of transportation system improvements in the area surrounding the
NWA world headquarters. Mr. Thornton, Counsel for NWA stated that 2,250,000 square
feet of additional building space is planned by NWA as an ultimate build -out in
Eagan. He stated that due to MPCA standards that regulate air emission, additional
transportation improvements will be required in order to receive an indirect source
permit allowing the expansion to occur. Mr. Thornton emphasized the importance of
proceeding expediently with transportation improvements if Northwest is to continue
with its scheduled corporate expansion.
Mr. John Shardlow representing Dahlgren, Shardlow and Euben presented a
history of the parcel and using visual aids represented the various off-site state
and interstate highway improvements that will be required. He discussed the high
corporate growth rate of NWA and how an environmental impact statement has been
prepared and approved with the original 1985 Lone Oak PUD. He further stated that
his firm has advised NWA to proceed with the request of off-site transportation
improvements and that tax increment financing would be the most feasible revenue
source available to the City and NWA for financing the type of transportation
improvements that will be needed. Mr. Don Diddams appeared from Briggs and Morgan,
representing NWA, and presented a process for establishing a project area and
development program and stressed the urgency for proceeding with the tax increment
financing plan by February 1989. He stated that the legislature has reviewed tax
increment financing and, more specifically, the option of using the Economic
Development option of TIF financing and because of their involvement, it is
necessary that the City proceed and be grandfathered on this project before any
statutes are changed.
Director of Public Works Colbert addressed the need for completion of the
Comprehensive Transportation Plan. He further stated that the City has authorized
SEH to perform a study of northeast Eagan and that will be completed by the end of
1988 providing various travel demand management options that will even out the
transportation flow. Mr. Glen VanWormer, the City's transportation consultant from
SEH, stated that this report will be done by the end of December for Council
review. He commented that growth rates are increasing very rapidly in the Dakota
County and that NWA has been included as a model in the transportation study. The
transportation study will include a known CIP and will look at land use concepts of
neighboring communities and further gave the example that TH 149 could increase
traffic/number of trips by as much as five times by calendar year 2010. Mr.
VanWormer presented various alternatives expressing the significance of
coordinating all results with MnDOT and the Met Council. The Director of Finance
discussed other financing alternatives stating that creation of a special
assessment area would be extremely difficult and suggested that tax increment
financing is the only viable revenue source available to the City given the
magnitude and cost for off-site transportation improvements. Dave MacGillivray,
representing Springsted, Inc., the City's fiscal consultant reviewed at length the
mechanics of tax increment financing, the development district plan and development
agreement, process for implementing TIF, the benefits and costs to the City and
number of policy questions such as, the "but for" test, fiscal disparities, City's
security guarantees and City administrative costs. Following his presentation,
Mayor Ellison asked for comments and input from the Advisory Planning Commission or
City Councilmembers. There were a number of questions about the traffic patterns
and what type of building potential there is to support a tax increment financing
bond issue. Mr. VanWormer stressed the importance of defining the large project
area realizing that increased trips to NWA could impact 35E at Lone Oak Road and
the 35E/494 intersection as well as TH 149 at 494. After further discussion and
input by the audience and those contributing as a part of the work session, Mayor
Ellison suggested that the staff and Northwest Airlines proceed with a joint
funding package that considers tax increment financing as the City of Eagan's
participation and that State and Federal funding be pursued by NWA with the
appropriate agencies. The City Administrator was directed to proceed with the
security agreement and preparation of a project and TIF area for consideration at a
December City Council meeting.
OTHER BUSINESS
There being no further business, the meeting was adjourned at 10:00 p.m.
TLH
October 27, 1988
Date City k