SECTION V I
11
V. EVALUATION OF TH 7 ALTERNATIVES
In the following section a detailed evaluation of the TH 7
roadway alternatives is presented. As previously discussed
the consultant conducted the evaluation of the alternatives
and scored the alternatives relative to the agreed on eva-
luation criteria. The project management team was asked to
' do a comprehensive review of this work and to make their
comments on the evaluation and recommendations.
A separate evaluation was performed for each of the study
11 segments. The alternatives for each study segment were eva-
luated relative to the no-build situation for that area.
For each study segment there is a summary sheet describing
the alternatives, a figure showing each alternative, a brief
summary of the evaluation and a recommendation. This is
followed by two sets of tables. The first set of tables
' documents the consultants analysis of the alternatives rela-
tive to the agreed on evaluation measures. The second table
presents the consultants scoring of the alternatives rela-
tive to the evaluation criteria. The scoring in the second
table is based on the data and discussion contained in the
analysis table.
Although the scoring of the alternatives is subjective, a
consistent approach was used to make the scoring more objec-
tive. Under this approach the no-build alternative was
11 given a score of 3 relative to every criteria. The build
alternatives were then compared to the no-build situation
and scored based on whether it represented an improvement,
no change or a condition worse than presently exists. This
approach reduced the possible range in scores between the
various alternatives. The alternatives for each study
segment were evaluated assuming the existing conditions in
the other study segments.
11 TH 101/MINNETONKA HIGH SCHOOL AREA
Description of Alternatives
IAlternative 1: (Figure 17)
o Upgrade and widen Delton Avenue from Excelsior Blvd. to
Vine Hill Road.
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o Close slip ramps to and from High School on eastbound
TH 7.
o Close the three right-in, right-out access points on
westbound TH 7 in this area.
o Extend frontage road on the north side of TH 7 through or
behind the 7-HI shopping center.
o Lower the grade of the north frontage road.
Alternative 2: (Figure 18)
o Redesign slip ramps to and from High School on eastbound
TH 7 to locate both slip ramps in the area of the
existing on-ramp.
' o Close the three right-in, right-out access points on
westbound TH 7 in this area.
o Extend frontage road on the north side of TH 7 through or
behind the 7-HI shopping center.
o Lower the grade of the north frontage road.
Summary of the Evaluation
No Build:
11 The positive aspect of the no-build alternative is the
access it provides to adjacent commercial development.
However, providing frequent access to a high speed, high
volume arterial has negative impacts on mobility, safety,
and mainline capacity. In addition, many of the access
points do not meet current design standards and the slip
ramp from eastbound TH 7 to the two-way frontage road by
Minnetonka High School represents an additional safety
hazard because of its design.
Alternative 1:
This alternative would improve mobility, safety, mainline
capacity and bring TH 7 closer to current design standards.
In achieving these objectives access to existing residential
and non-residential areas would be decreased and changes in
traffic patterns and construction would have some minor
impacts on existing residential and non-residential areas
and impact a small wetland. The upgrade of Delton Avenue
would be about twice as expensive as the redesign of the
slip ramps to the High School . Right-of-way would be needed
to extend the north frontage road through the 7-HI shopping
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center and this road would be contingent on the shopping
center being redeveloped. All other projects could be
implemented with no or minimal additional right-of-way.
Alternative 2:
This alternative is very similar to Alternative 1 in that it
improves mobility, safety, mainline capacity and design of
TH 7 at the expense of less direct access to existing resi-
dential areas, and impacts on existing residential and non-
residential areas. Besides the right-of-way needed for the
extension of the north frontage road one home and some high
school land would be required to improve the design of the
slip-ramps to the high school .
Recommendation for TH 101/Minnetonka High School
Based on the analysis and scoring which follows, Alternative
1 is the recommended long range alternative for this area.
The greater weight given to mobility and safety offsets the
impacts of the access closures and costs of upgrading or
building frontage roads. The severity of the impacts can be
minimized by the timing of specific projects. Because of
the potential impacts involved with the construction of the
north frontage road and the fact that it depends on the
redevelopment of the 7-HI shopping center this element of
Alternative 1 should be evaluated by the City of Minnetonka
if and when the shopping center redevelops.
Until the frontage road is extended it is not feasible to
close all of the right-in, right-out access to westbound TH
7 in this area. It is recommended that only the second
access to the frontage road in the residential area be
11 closed and that the right-in, right-out access at Lynwood
Terrace and between the Ford dealer and the bank be kept
open until the frontage road can be extended. However, it
is recommended that the access at Lynwood Terrace be
upgraded to provide better acceleration and deceleration
lanes on TH 7.
' On the south side of TH 7 it is recommended that the slip
ramps to the south frontage road be closed as soon as impro-
vements can be made to the Vine Hill Road/ TH 7 intersection
1 and Delton Avenue upgraded. The upgrading of Delton Avenue
should be coordinated with the High School in order to mini-
mize impacts on traffic operations and safety. A passenger
drop off area on Delton Avenue may be desirable to
discourage dropping of passengers on TH 7.
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11
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VINE HILL ROAD/OLD MARKET ROAD AREA
Description of Alternatives
Alternative 1: (Figure 19)
o Close the access between TH 7 and the south frontage road I
at Vine Hill Road.
o Provide a slip ramp from the south frontage road to east-
bound TH 7 just east of the existing access. 11
o Construct Old Market Road to intersect with TH 7 in the
area of Broms Market.
o Upgrade TH 7 at the intersection with Old Market Road to .
provide channelized left turn lane.
o Install traffic signal at new intersection of Old Market
Road and TH 7. 1
Alternative 2: (Figure 20)
o Detach south frontage road at Vine Hill Road and 1
reconstruct intersection with TH 7 to improve geometrics.
o Construct Old Market Road to intersect with TH 7 in the11
area of Broms Market.
o Upgrade TH 7 at the intersection with Old Market Road to 11
provide channelized left turn lane.
o Install traffic signal at new intersection of Old Market
Road and TH 7. 11
Alternative 3: (Figure 21)
o Detach south frontage road at Vine Hill Road and I
reconstruct intersection with TH 7 to improve geometrics.
o Extend Vine Hill Road south through intersection with 11
frontage road to connect into Vine Hill Road in the area
of Shady Hills Road.
o Construct Old Market Road to intersect with TH 7 in the
area of Broms Market.
o Upgrade TH 7 at the intersection with Old Market Road to 11
provide channelized left turn lane from westbound TH 7
into Old Market Road but prohibit the left turn from Old
Market Road to westbound TH 7.
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Alternative 4: (Figure 22)
o Detach south frontage road at Vine Hill Road and
11
reconstruct intersection with TH 7 to improve geometrics.
o Construct Old Market Road north to Covington Road and
upgrade Covington Road to TH 7.
o Construct a bridge over TH 7 connecting Covington Road
and St. Alban' s Bay Road.
o Reconstruct south frontage road of TH 7.
o Construct ramps to and from eastbound and westbound TH 7 1
to the parallel detached frontage roads.
Alternative 5: (Figure 23) 1
o Detach south frontage road at Vine Hill Road and
reconstruct intersection with TH 7 to improve geometrics. I
o Construct Old Market Road to intersect with TH 7 to the
west of Broms Market with a full movement intersection
and a connection to St. Alban' s Bay Road to the North.
o Upgrade TH 7 at the intersection with Old Market Road to
provide channelized left turn lanes.
o Install traffic signal at new intersection of Old Market
Road and TH 7. 1
Summary of the Evaluation
No Build: 1
The major negative aspect of the no-build alternative is
related to the current design and traffic operations of the
Vine Hill Road/TH 7 intersection, which results in reduced
mobility on TH 7, difficult access to TH 7 from the south, a
high accident rate, and insufficient capacity to serve
future development. Other access points to the west also 11
contribute to lower mobility and capacity on TH 7 and in
less safe traffic conditions.
Alternative 1:
This alternative would improve access to future residential
and non-residential development and increase the capacity of
mainline TH 7. However, the offset "T" intersections on TH
7 create circuitous travel and diminish access to existing
residential and non-residential properties and decrease11
mobility on TH 7. The cost of implementing this alternative
i
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IIwould be slightly less than other alternatives which involve
detachment of the south frontage road at Vine Hill Road.
I/ Alternative 2:
II This alternative would also improve access to future resi-
dential and non-residential properties, increase the capa-
city of the mainline and upgrade the design of access to TH
7 to current standards. The alternative would also decrease
I/ the mobility on TH 7 by introducing another at grade signa-
lized intersection. The access to existing residential and
non-residential areas would not be affected. However, the
I detachment of the south frontage road at Vine Hill Road
would result in some minor impacts to existing residential
and commercial areas. The cost of this alternative is
slightly more than alternative 1 because of the detached
11 frontage road at Vine Hill Road.
Alternative 3:
I/ This alternative would again improve access to future resi-
dential and non-residential properties and would also
II improve the mobility and safety of mainline TH 7. Because
this alternative extends Vine Hill Road south to make it
continuous it also improves the route continuity in this
area. However this creates some significant negative
II impacts on the existing Shady Hills neighborhood. The
alternative would have minor impacts on existing commercial
property at the Vine Hill Road intersection. The cost of
II this alternative is slightly more than alternatives 1 or 2
because of the additional cost of extending Vine Hill Road
to the south.
IAlternative 4:
Alternative 4 again would improve the access to future resi-
dential and non-residential properties. It would also
I improve access to existing residential areas and improve the
mobility ,capacity and safety of TH 7. The connection of
Covington/Old Market Road and St. Alban' s Bay road would
I improve route continuity in the area and reduce circuitous
travel . The connection of Old Market Road and Covington
Road is shown through cemetary property and traffic is
1/ expected to increase on St. Alban' s Bay Road. This alter-
native would be about twice as expensive as any of the other
alternatives.
IAlternative 5:
II This alternative is similar to Alternative 2 in that it
improves access to future residential and non-residential
areas and improves the capacity and design of access on
I
77
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IITH 7. This alternative would provide slightly better inter-
section spacing on TH 7 and better route continuity than
I alternative 2. The cost of this alternative would be more
than alternative 2. The higher cost of this alternative
relative to alternative 2 is because of the additional
IIconstruction north of TH 7.
Recommendation for Vine Hill Road/Old Market Road
II Based on the scoring of alternatives, Alternative 4 is the
recommended alternative in this area. The recommendation
for Alternative 4 is only that a grade-separated interchange
11 be provided rather than additional at-grade access. The
specific design of the interchange and the alignment of the
collector road on the south should be determined based on
I/ additional study.
The first project which needs to be implemented in this area
is the upgrading of the Vine Hill Road/TH 7 intersection.
I The second area that needs to be addressed is the provision
of additional access for future development to the west.
I Two alternatives were considered for upgrading the Vine Hill
Road/TH 7 intersection. Based on an evaulation of the two
alternatives it is recommended that the plan previously pro-
posed by Mn/DOT be implemented. This alignment is shown on
11 Figure 36 in the implementation section of this report.
Although it does require acquisition of right-of-way it
should not involve any relocation and the impacts on
I/ existing businesses are minimized.
Although access, parking, and circulation is changed for
I some of the affected businesses in several cases the change
will actually result in an improvement in their access. The
radii on some of the curves especially west of Vine Hill
Road, are very tight but are adequate to accommodate the
I buses to and from Minnetonka High School on the east. The
tighter radii west of Vine Hill are adequate given the low
existing traffic volumes and the future interchange at St.
Alban' s Bay Road and Covington Road.
II
I/ EXCELSIOR AREA EAST
Description of Alternatives
IIAlternative 1: (Figure 24)
o Rebuild Division Street as a high volume collector street
11 with an at-grade intersection with TH 7.
II
85
i
o Reconstruct TH 7 to eliminate ramps into Excelsior and to
provide channelized turn lanes at the intersection with
Division Street. 1
o Close the Christmas Lake Road intersection with TH 7.
o Build new frontage road on the south side of TH 7 from11
Christmas Lake Road to Old Market Road.
o Close other direct property access to TH 7. 1
Alternative 2: (Figure 25)
o Reconstruct TH 7 and Excelsior Ramps to provide exit and 1/
entrances on TH 7 on the right hand side of the road and
proper acceleration and deceleration lanes.
o Upgrade Christmas Lake Road intersection to provide chan-
nelized left-turn lanes.
o Build new frontage road on the south side of TH 7 from !
Christmas Lake Road to Old Market Road.
o Close other direct property access to TH 7. 1
Alternative 3: (Figure 26)
This was not an alternative that was previously proposed for 11
detailed evalution. But after evaluating alternatives 1 and
2 it seemed this alternative would have merit even though it
only provided partial access and required the acquisition of
some homes. This alternative would include the following
elements.
11
o Replace 2nd Street on-ramp to TH 7 with ramp from Mill
Street.
o Maintain access to Excelsior for westbound vehicles from
TH 7 via 2nd Street.
o Upgrade Christmas Lake Road intersection to provide chan- I
nelized left-turn lanes.
o Build new frontage road on the south side of TH 7 from 1
Christmas Lake Road to Old Market Road.
o Close other direct property access to TH 7. 1
I
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Summary of the Evaluation
No-Build: I
The current situation in this area is characterized by the
frequent access to TH 7, the sub-standard design of the
Christmas Lake Road/TH 7 intersection and the left-hand exit
and entrance ramps to and from Excelsior. Together these
elements result in reduced mobility and capacity on TH 7 and
higher accident rates. The positive aspect of the current
situation is the high level of accessibility to TH 7 which
benefits the businesses fronting the highway.
Alternative 1: I
This alternative would improve mobility, safety, capacity
and design of TH 7. It would also improve the capacity on
other streets, provide good route continuity and improve
access to TH 7 for existing and future development in
Chanhassen. However, the alternative would have serious
impacts on the access to existing non-residential develop-
ment in Excelsior as well as other impacts on both existing
residential and non-residential areas. The alternative would
require significant right-of-way and would have some affect
on a small wetland. The cost of all alternatives in this
area are substantial but not significantly different.
Alternative 2:
This alternative would also improve mobility, safety, capa-
city and design of TH 7. However, this alternative would
not improve access or route continuity and the closure of
direct property access would affect access to existing resi-
dential and non-residential properties.
Alternative 3:
This alternative would provide improved access to TH 7 to
the east for the area south of TH 7 with slightly less
impact on existing properties. The closure of direct pro-
perty access would negatively affect access to some existing I/
commercial properties and some homes and right-of-way would
have to be acquired. On the other hand the alternative
would improve mobility, safety, capacity and design of TH 7I/
as well as improve route continuity and capacity on other
streets.
Recommendation for Excelsior Area East
Based on the evaluation of the alternatives, Alternative 3
11
is recommended as the preferred alternative. However, there
is not a significant difference between the weighted scores
11
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for Alternatives 2 and 3. The major differences between the
two alternatives involves a trade-off between improved
accessibility for the area south on TH 7 and the impacts on
the existing residential area along Mill Street in
Excelsior.
Alternative 2 would require traffic from the south to go
approximately two blocks farther north to get access to
eastbound TH 7 than would be required under Alternative 3.
11 This may encourage some traffic from the south to use
Christmas Lake Road to get access to TH 7 and therefore
increase traffic on Christmas Lake Road. Alternative 3 pro-
11 vides a more traditional design consistent with drivers
expectations. However, it would require acquisition of
approximately one block of a residential area to implement.
11 These tradeoffs need to be considered in more detail when a
final design is developed for this half diamond interchange
and may result in ramp locations different from those shown
by Alternative 3.
Of the projects in this area the least cost effective is the
construction of the frontage road on the south side of TH 7
between Christmas Lake Road and Old Market Road. Because
this frontage road provides very little benefit at a very
high cost it is recommended that it be one of the last pro-
jects to be implemented on TH 7.
EXCELSIOR AREA WEST
Description of Alternatives
Alternative 1: (Figure 27)
o Close Galpin Lake Road intersection with TH 7.
o Upgrade Mayflower Road between Galpin Lake Road and
Chaska Road.
o Install traffic signal at intersection of CR 19 and TH 7.
o Provide frontage road connection between Galpin Lake Road
and Chaska Road.
Alternative 2: (Figure 28)
' o Realign Galpin Lake Road and Water Street to provide com-
mon intersection on TH 7.
io Close Chaska Road access to TH 7 but extend Chaska Road
to intersect with Galpin Lake Road.
11
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o Install traffic signal at intersection of CR 19 and TH 7.
o Close direct property access to TH 7. 1
Alternative 3: (Figure 29)
o Realign CR 19 to intersect with TH 7 opposite of Galpin ,
Lake Road.
o Close Chaska Road access to TH 7 but extend Chaska Road
to intersect with Galpin Lake Road.
o Close Water Street access to TH 7. ,
o Install traffic signal at the intersection of CR 19,
Galpin Lake Road and TH 7.
Summary of the Evaluation
No-Build: I
The two major problems in this area are the frequent access
points on TH 7 and the tight geometrics on TH 7 just west of
Mill Street. These problems have negative impacts on the
safety, mobility and capacity of TH 7.
Alternative 1: ,
This alternative would improve mobility and capacity of
TH 7. However the Chaska Road intersection with TH 7 is
not desirable because of the angle at which it intersects
with TH 7. The alternative would also affect access to
existing residential and non-residential properties and have
some negative impacts on vegetation. The closure of direct
property access to TH 7 would result in negative impacts on
several commercial properties. There is not a significant
difference in the costs of the alternatives for this area.
Alternative 2:
This alternative would improve mobility, safety and capacity ,
on TH 7. It would eliminate one full movement intersection
on TH 7. It would have minor impacts on existing residen-
tial and non-residential properties. The closure of direct
property access to TH 7 would result in negative impacts on
several commercial properties.
Alternative 3: 1
This alternative would also improve the mobility and capa-
city
on TH 7. It would eliminate two full movement intersec-
tions on TH 7. However the new intersection would be skewed
making the heavy left-turn movement from southbound CR 19 to
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eastbound TH 7 difficult to make. Again the closure of
direct property access to TH 7 would have negative impacts
on several commercial properties. A second alignment for CR
19 was considered to improve the skewed intersection with TH 11
7, but this alignment involved considerable additional cost,
impacted a wetland and resulted in only a minor improvement
in the geometrics of the intersection with TH 7. This
alternative would also reduce access to the residential area
along Academy Avenue north of TH 7.
Recommendation for Excelsior Area West '
Alternatives 2 and 3 came out very close in the evaluation.
' Alternative 2 is recommended because Alternative 3 would
create an unsafe intersection with TH 7 and provide less
accessibility for the residential area along Academy Avenue
north of TH 7. This alternative would eliminate one full11
movement intersection on TH 7 and improve the geometrics of
the remaining intersection. It is anticipated that only the
intersection of CR 19 would need to be signalized. However,
future development in Chanhassen may eventually warrant a
traffic signal at the Galpin Lake Road intersection with TH
7. If the location of the two closely spaced signalized '
intersections does become a problem in the future it would
be possible to realign CR 19 over to Water Street north of
TH 7 and elminate the signal at the CR 19 intersection with
TH 7. '
TH 41 AND LAKE MINNEWASHTA AREA ,
The alternatives for the TH 41 area and the Lake Minnewashta
area focused on two issues. First, how access to TH 7 could
be consolidated in this area and secondly how to upgrade
the remaining access points. The alternatives are shown on
Figures 30 through 34. Most of the access consolidation
occurs on the south side of TH 7 in the City of Chanhassen.
In meetings with homeowners and residents a general concen-
sus was reached on a plan which would consolidate access in
the TH 41 and Lake Minnewashta areas. A frontage road bet-
ween Elm Tree and Dogwood Avenue is shown; construction of
this road would be a local decision.
The major issue yet to be resolved is whether the remaining
access points should be upgraded at isolated locations or
whether a five lane section with center left-turn lane would '
be better. Both alternatives could be implemented within
the existing right-of-way and would have similar impacts
relative to access and effects on existing commercial and
residential areas. The major difference between the alter-
natives is the cost (a five lane section would be almost
twice as costly) and the capacity, and safety on TH 7.
104
II
IIThe 2000 forecast ADT on TH 7 west of TH 41 is almost 20,000
vehicles per day. Based on this forecast a two lane roadway
II with turn lanes will not have sufficient capacity. A five
lane section would provide adequate capacity and improve the
safety on TH 7. Therefore, the five lane section is the
I
recommended alternative for this area of TH 7.
The Cities of Chanhassen and Shorewood and Mn/DOT should
coordinate access based on the access consolidation shown in
II Alternative 2 in the TH 41 area and Alternative 2 in the
Lake Minnewashta area. Access on the north and south of
TH 7 should be lined-up as much as possible and public
II street access should be spaced 500 to 750 feet apart. The
improvement of TH 7 to the five lane section could be staged
by widening at selected locations and restriping for a
IIcenter left-turn lane at these locations.
II
II
II
II
II
II
II
II
II
II
105
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