Memo - Hopkins School Dist Bus Facility
Public Warks Department
Memorandum
From:
Honorable Mayor and Members of the City Council
Rick Getschow, City Manager ~
Steven J. Stadler, Public Works Director
To:
Copy:
Date:
August 4, 2005
Subject:
Hopkins School District Bus Facility
This work session item is a discussion with City and Hopkins School District staff on the current
status and upcoming actions regarding this proposed new facility.
The Hopkins School District would like to continue working towards the construction of a bus
maintenance and storage facility in 2006. I believe the School District has obtained concept level
approvals from the Minnesota Pollution Control Agency (MPCA) and are now focusing on meeting
the requirements for a State of Minnesota grant application with a November 1, 2005 submittal
deadline. One of those requirements will be a supporting resolution passed by the Hopkins City
Council. City concerns include:
Traffic congestion on 11th Avenue
City bulk item drop-off program impact
Negative impact to Westbrooke Patio Homes, i.e., noise and fumes
Reqardinq traffic impacts, Benshoof and Associates has completed a traffic analysis of the proposed
bus facility, The conclusion of the Benshoof report is that the intersections along 11th Avenue from
Excelsior Blvd to yth Street South will be able to effectively accommodate the additional traffic
generated by the proposed bus facility, provided the the curb radii at the yth Street intersection are
increased to 30 feet. Staff is still concerned about adding additional traffic to 11th Avenue South as it
is a major north-south corridor that is currently fairly congested during the peak traffic times, The
width between the railroad bridge abutments just south of 5th Street limits southbound traffic to one
lane. However, the study reports that we should expect only minor drops in level of service and
moderate queue length increases at the yth Street South intersection as a result of the proposed bus
facility. There are no anticipated land use changes in Hopkins or Minnetonka that could increase
travel demand along this corridor. There is the potential for added traffic associated with a future
LRT station/s along Excelsior Blvd.
Bulk Drop-off Proqram School District officials have expressed a willingness to work with the city to
accommodate a continued bulk drop off program at the old landfill site location. It is likely that the
alrop off program dates could be scheduled to fall during spring break in April and MEA week in
.ctober. Further details have not yet been worked out or discussed with the School District.
Neaative impacts to Westbrooke Patio Homes The concern here is with prevailing westerly winds
and the possibility of diesel engine fumes and noise reaching the Westbrook area, especially during
the early Fall and late Spring when windows in the units are most likely to be open. Staff is not aware
of study results from the School District's consultants on this concern.
School District Lease The City must decide what is fair compensation for the School District long-
term use of this property. Some items to consider include:
Property value and associated fair lease rate could be determined by a commercial
property appraiser with the property value discounted for remediation costs
Although Hopkins bears the impact of the facility, the potential benefits of reduced taxes
extend to all School District residents
The lease rate should cover costs of accelerated deterioration of ih Street South and 11th
Avenue South pavements. Example: If we assume a ih Street South mill & overlay in 5
years and every 10 years thereafter with the School District covering one half that cost, the
annual lease rate would be $4,500, This does not include increased maintenance costs for
11th Avenue pavement.
- A lease should require the School District to pay any real estate taxes
A possible next step is for the School District & City to plan for a mid-September public informational
meeting on this proposed project. The affected area would include virtually all of south Hopkins.
Attachments:
- Traffic Study
Proposed site plan drawing
Aerial photo of area
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TRAFFIC STUDY FOR PROPOSED
SCHOOL BUS FACILITY
HOPKINS, MINNESOTA
Prepared for:
City of Hopkins
Prepared by:
Benshoof & Associates, Inc.
June 2005
CONTENTS
Page
LIST OF FIGURES
11
LIST OF TABLES
11
SUMMARY
111
PURPOSE AND BACKGROUND INFORMATION .............................. 1
EXISTING TRAFFIC CONDITIONS
Intersection of 11 th A venue South and Excelsior Boulevard. .. ... . , ,. , . .. , 3
Intersection of 5th Street South and 11th Avenue South....,................ 3
Intersection of 6th Street South and 11th Avenue South.............,......, 3
Intersection of 7th Street South and 11 th Avenue South................. ...., 3
PROJECTED TRAFFIC VOLUMES..
Existing Traffic Volumes.,.....,.",.."..,.,........."..,.",.".,.".".,.,., 4
Background Traffic Growth.. ........................................,.......... 4
Trips Generated By The Proposed Bus Facility.............................. 4
Distribution Of Bus And Auto Trips.........................................., 6
Total Projected Volumes..........,................ .............................. 6
TRAFFIC ANALYSES
Analysis Parameters.".".".,...,.".,...... ,."..,.."....,.".,..,..,.....,... 10
Intersection of 11 th A venue South and Excelsior Boulevard. .. . .. .. . . . .. .. 11
Intersection of 5th Street South and 11th Avenue South.,................... 12
Intersection of 6th Street South and 11th Avenue South..................... 14
Intersection of7'h Street South and 11th Avenue South....................., 16
CONCLUSIONS.............. ,...."...,.,..,."..,..,.,..,............,.".,..,..,.,..., 19
-1-
LIST OF FIGURES
Figure
Page
1
PROJECT LOCATION
2
2 TRIP DISTRIBUTION......,.,..,.,..."..,.,..,..... ,................,.,.",., 7
3 WEEKDAY AM PEAK HOUR TRAFFIC VOLUMES................... 8
4 WEEKDAY PM PEAK HOUR TRAFFIC VOLUMES,..,.,.............. 9
1 TRAFFIC ANALYSIS RESULTS FOR THE 5TH STREET/11TH
AVENUE INTERSECTION,......".,..,..,.,..,.,.... ......,................. 13
2 TRAFFIC ANALYSIS RESULTS FOR THE 6TH STREET/11TH
AVENUE INTERSECTION,. "".".,..,..,., ,.,...... ........................ 15
3 TRAFFIC ANALYSIS RESULTS FOR THE 7TH STREET/llTH
AVENUE INTERSECTION.. ...................,..,. ......,....,.,.".,......, 17
4 PROPOSED TURN RADIUS MODIFICATIONS AT THE 7TH
STREET/11TH AVENUE INTERSECTION.,..,. ........................... 20
LIST OF TABLES
Table Page
1 ANTICIPATED TRIP GENERATION FOR HOPKINS
SCHOOL BUS FACILITY BY HOUR....................................... 5
2 ANTICIPATED TRIP GENERATION FOR HOPKINS
SCHOOL BUS FACILITY BY 15 MINUTE INTERVALS............... 6
-11-
SUMMARY
This report documents results of a study to address potential traffic impacts of a school
bus facility proposed by the Hopkins School District. This facility, which would serve
110 school buses, would be located on the south side of 7th Street South west of 11th
A venue South in the City of Hopkins. The traffic study included an anal ysis of levels of
service and queuing characteristics under existing conditions, 2007 no-build conditions,
and 2007 build conditions. Four intersections were identified for observations and
analysis through discussions with City staff,
School District staff provided trip generation information by hour for the proposed bus
facility, This data was combined with existing traffic volumes and background growth to
develop projected traffic volumes for the analysis intersections. Based on these volumes,
the following results were obtained:
. Intersection of Excelsior Boulevard and 11th A venue South: Considering existing
operations at the intersection and the limited projected volume increases during the
AM and PM peak hours, no perceptible changes will occur in operations after the bus
facility is completed.
. Intersection of 5th Street South and 11th Avenue South: This intersection will perform
adequately during the AM and PM peak hours, with no change in levels of service
due to trips generated by the bus facility, Some motorists likely will perceive a slight
increase in queue lengths when driving through the intersection. However, these
increases will not affect overall operations of the intersection.
. Intersection of 6th Street South and 11th Avenue South: This intersection will perform
adequately during the AM and PM peak hours. Although northbound traffic on 11 th
A venue during the PM peak hour will experience approximately ten more seconds of
delay compared with the 2007 no-build scenario, the intersection approach will
continue to operate in an acceptable manner,
. Intersection of 7th Street South and 11th A venue South: This intersection will perform
adequately during the AM and PM peak hours. Some motorists likely will perceive a
slight increase in queue lengths when driving through the intersection. However,
these increases will not affect overall operations of the intersection, Further analyses
were performed for the 6:00 AM -7:00 AM hour, and the intersection will perform
adequately then, as well, The corner radii on the northwest and southwest corners of
the intersection presently are 15 feet, which is insufficient to accommodate right turn
maneuvers by buses. These two radii need to be increased to 30 feet to adequate
accommodate these right turn maneuvers.
The overall finding of this report is that satisfactory traffic operations will occur at each
of the intersections upon completion of the bus facility, provided the northwest and
southwest corner radii at the 7th Street/II th A venue intersection are increased to 30 feet.
-111-
PURPOSE AND BACKGROUND INFORMATION
The Hopkins School District has proposed to establish a facility for their school buses on
7th Street South west of II th Avenue South in the City of Hopkins. This report presents
the results of a study we have completed to address potential traffic impacts of the
proposed school bus facility,
The location of the proposed facility is shown in Figure I. The proposed facility, which
would be open in late 2006, would include a fueling area and a transportation building
(housing offices, maintenance bays and a bus wash). The proposed facility would also
include on-site parking for 110 buses and parking spaces for personal vehicles of bus
drivers and staff working at the facility.
As requested by City staff, our traffic study has addressed potential impacts at the four
intersections shown in Figure I and listed below:
. II th Avenue South and Excelsior Boulevard
. 5th Street South and II th A venue South
. 6th Street South and 11 th A venue South
. 7th Street South and 11 th A venue South
For the intersection of 11 th A venue South and Excelsior Boulevard, we have been asked
to address general impacts to the intersection due to the proposed bus facility. At the
other three intersections, we have been asked to perform more detailed traffic analyses to
address the following questions:
· What are the projected levels of service at the intersections?
. What are the projected queue lengths at the intersections?
· Would traffic generated by the school bus facility cause any level of service or
queuing difficulties at the intersections?
Hopkins School Bus Facility Traffic Study.
-1-
June 2005
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CITY OF HOPKINS
TRAFFIC STUDY FOR
PROPOSED
HOPKINS SCHOOL BUS
FACILITY
FIGURE 1
(Xi BENSHOOF & ASSOCIATES, INC.
V TRANSPORTATIONENGINEERSAHDPLANNERS
PROJECT LOCATION
Hopkins School Bus Facility Traffic Study
-2-
June 2005
EXISTING TRAFFIC CONDITIONS
INTERSECTION OF 11 TH AVENUE SOUTH AND EXCELSIOR BOULEVARD
The intersection of 11 th A venue South and Excelsior Boulevard is controlled by a traffic
signal. The westbound approach of Excelsior Boulevard features two left turn lanes, two
through lanes, and a free right turn lane, The southbound approach of 11 th Avenue
features a single left turn lane, a through lane, and a shared through/right-turn lane. The
other two approaches feature a single left turn lane, two through lanes, and a free right
turn lane. Left tums operate on a protected basis for all four intersection approaches.
INTERSECTION OF STH STREET SOUTH AND 11 TH AVENUE SOUTH
sth Street South and 11 th A venue South intersect at a three-way signalized intersection
north of the proposed bus facility, The southbound approach of 11th Avenue features a
single through lane and a dedicated right tum lane, while the northbound approach
features a through lane and a shared through/left turn lane. The eastbound approach of
Sth Street features dedicated left- and right-turn lanes. Left turns from northbound 11 th
A venue operated on a protected-permitted basis, Due to a destroyed signal cabinet, the
intersection signal currently is operating on a pre-timed control arrangement. City of
Hopkins staff have advised us that upon installation of a new signal cabinet, an actuated-
uncoordinated control arrangement will be implemented, similar to the arrangement that
was in place before the pre-timed arrangement was implemented. Turning movement
counts and observations of maximum queue lengths were performed at this intersection in
April200S; the resultant volumes and queues are presented later in this report.
INTERSECTION OF 6TH STREET SOUTH AND 11 TH A VENUE SOUTH
6th Street South and 11 th Avenue South intersect at an all-way stop controlled intersection
north of the proposed bus facility. A driveway providing access to an office building
forms the west approach to the intersection, while 6th Street forms the east approach.
Both approaches of 11 th Avenue feature shared through/left-turn lanes and through/right-
tum lanes, The westbound approach of 6th Street and the eastbound driveway approach
feature a single lane for all three turning movements. Turning movement counts and
observations of maximum queue lengths were performed at this intersection in April
200S; the resultant volumes and queues are presented later in this report.
INTERSECTION OF 7TH STREET SOUTH AND 11 TH AVENUE SOUTH
7'h Street South and 11th Avenue South intersect at an all-way stop controlled intersection
east of the proposed bus facility. Both approaches of 11 th Avenue feature shared
through/left-turn lanes and through/right-turn lanes, Both approaches of 7th Street feature
a single lane for all three turning movements Turning movement counts and observations
of maximum queue lengths were performed at this intersection in April 200S; the
resultant volumes and queues are presented later in this report.
Hopkins School Bus Facility Traffic Study
- 3-
June 2005
PROJECTED TRAFFIC VOLUMES
Traffic forecasts were established for the weekday AM and PM peak hours for the
following conditions:
. Existing conditions
. 2007 with only background growth ("no-build" condition)
. 2007 with background growth and trips generated by the school bus facility ("build"
condition)
The year 2007 was chosen as it represents the year after the proposed bus facility is
anticipated to be completed. The traffic forecasts consist of existing traffic volumes,
background growth, and new trips generated by the facility,
EXISTING TRAFFIC VOLUMES
In order to determine the baseline traffic volumes at the intersections of 11 th A venue with
Sth Street, 6th Street, and 7th Street, turning movement counts were conducted on Tuesday,
April 26, 200S and Wednesday, April 27, 200S. The counts were each conducted from
7:00 AM to 9:00 AM and from 4:00 PM to 6:00 PM, From these counts, it was
determined that the weekday AM peak hour is from 7:00 AM to 8:00 AM. Although the
S:OO PM to 6:00 PM hour shows the highest consecutive IS-minute volumes in the area,
the hour from 4:00 PM to S:OO PM was selected as the PM peak hour. The projected
traffic volumes generated by the bus facility during the 4:00 PM - S:OO PM hour are
significantly higher than the volumes generated during the S:OO PM - 6:00 PM hour,
while background traffic volumes are only slightly less during the 4:00 PM - S:OO PM
hour than they are during the S:OO PM - 6:00 PM hour. Based on the combination of
these two considerations, the 4:00 PM - S:OO PM hour is a more critical hour for analysis.
The resulting existing volumes recorded through these counts are presented later in this
report.
BACKGROUND TRAFFIC GROWTH
Traffic volumes in the area are expected to increase regardless of the proposed bus
facility due to continuing growth in the area, Based on the most recent available daily
traffic volume counts in the area, traffic volumes were increased by 2% per year in order
to account for such growth by the year 2007. No other new developments are planned or
pending within or near the study area, according to City of Hopkins staff,
TRIPS GENERATED BY THE PROPOSED BUS FACILITY
Trips generated by the proposed bus facility consist of both bus and automobile trips.
Hopkins School District staff have provided data to us regarding the hourly breakdown of
bus and auto trips into and out of the proposed bus facility, as shown in Table 1,
Hopkins School Bus Facility Traffic Study
-4-
June 2005
Table 1
Anticipated Trip Generation for Hopkins School Bus Facility By Hour
HOUR BUS TRIPS AUTO TRIPS TOTAL
IN OUT IN OUT
6:00 -7:00 AM 0 84 95 0 179
7:00 - 8:00 AM 5 8 28 5 46
8:00 - 9:00 AM 14 6 2 14 36
9:00 - 10:00 AM 64 1 5 56 126
10:00 - 11 :00 AM 7 17 19 11 54
11:00AM-12:00PM 7 17 22 8 54
12:00 - 1:00 PM 9 20 19 17 65
1 :00 - 2:00 PM 18 35 65 28 146
2:00 - 3:00 PM 2 41 14 9 66
3:00 - 4:00 PM 6 3 0 2 11
4:00 - 5:00 PM 89 4 0 77 170
5:00 - 6:00 PM 5 0 0 11 16
6:00 -7:00 PM 10 0 0 15 25
When we presented the data shown in Table I to City of Hopkins staff, the following two
questions were raised:
. What are the traffic implications on roadways in the surrounding area during the 6:00
AM to 7:00 AM hour when the highest hourly trip generation for the bus facility
would be experienced?
. To what extent do trips generated by the bus facility experience sharp peaks during
the following three hours: 6:00 AM - 7:00 AM, 7:00 AM - 8:00 AM, and 4:00 PM-
5:00 PM?
In response to the first question, we performed traffic analyses for the 6:00 -7:00 AM
hour; the results are presented later in this report. Responding to the second question, we
learned from Hopkins School District staff specific details conceming trips arriving and
departing the proposed bus facility in 15 minute intervals for each of the three previously
referenced hours.
Table 2 shows the breakdown of vehicle trips in these three hours by 15 minute intervals.
Hopkins School Bus Facility Traffic Study
- 5-
June 2005
Table 2
Trip Generation For Hopkins School Bus Facility By 15 Minute Intervals
HOUR BUS TRIPS AUTO TRIPS TOTAL
IN OUT IN OUT
6:00 - 7:00 AM (total) 0 84 95 0 179
6:00 - 6: 15 0 0 6 0 6
6: 15 - 6:30 0 6 42 0 48
6:30 - 6:45 0 42 36 0 78
6;45 - 7:00 0 36 11 0 47
7:00 - 8:00 AM (total) 5 8 28 5 46
7:00-7:15 0 2 0 5 7
7:15 -7:30 0 2 0 0 2
7:30 -7;45 2 2 8 0 12
7:45 - 8:00 3 2 20 0 25
4:00 - 5:00 PM (total) 89 4 0 77 170
4:00-4:15 5 1 0 0 6
4: 15 - 4:30 30 1 0 0 31
4:30 - 4:45 40 1 0 31 72
4:45 - 5:00 14 1 0 46 61
DISTRIBUTION OF BUS AND AUTO TRIPS
Hopkins School District staff provided us with distribution percentages regarding routes
of travel to and from the facility both for buses and autos. Figure 2 presents the resultant
trip distribution percentages.
TOTAL PROJECTED VOLUMES
After accounting for existing volumes, background volume growth, and volumes due to
the proposed bus facility, we have prepared total volume forecasts for the weekday AM
and PM peak hours for each of the following scenarios:
. Existing Conditions
. 2007 No-Build
. 2007 Build
Figure 3 shows the projected weekday AM peak hour traffic volumes, and Figure 4
presents the projected weekday PM peak hour traffic volumes.
Hopkins School Bus Facility Traffic Study
- 6-
June 200S
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BUS
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CITY OF HOPKINS
TRAFFIC STUDY FOR
PROPOSED
HOPKINS SCHOOL BUS
FACILITY
FIGURE 2
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V TRANSPORTATIONENGlNEERSANOPLANNERS
TRIP DISTRIBUTION
Hopkins School Bus Facility Traffic Study
-7 -
June 2005
,
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CITY OF HOPKINS
TRAFFIC STUDY FOR
PROPOSED
HOPKINS SCHOOL BUS
FACILITY
FIGURE 3
WEEKDAY A.M.
PEAK HOUR
TRAFFIC VOLUMES
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Hopkins School Bus Facility Traffic Study
- 8-
June 200S
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CITY OF HOPKINS
TRAFFIC STUDY FOR
PROPOSED
HOPKINS SCHOOL BUS
FACILITY
FIGURE 4
WEEKDAY P.M.
PEAK HOUR
TRAFFIC VOLUMES
W BENSHOOF & ASSOCIATES, INC,
jAANSl'ORTATIQN. ENflINEER$MIO PlJ.NNEM
Hopkins School Bus Facility Traffic Study
- 9-
June 2005
TRAFFIC ANALYSES
ANALYSIS PARAMETERS
As identified in Fi!;ure I, four intersections on II th Avenue South (Excelsior Boulevard,
5th Street South, 6t Street South, and 7th Street South) were analyzed to determine the
impacts of traffic generated by the proposed school bus facility. Peaking characteristics
of trips generated by the school bus facility, together with the existing traffic through the
subject intersections, were addressed in the analyses through an analysis parameter called
the peak hour factor, The peak hour factor is determined by dividing the hourly traffic
volume for a given approach by four times the peak volume in a 15 minute interval
within that hour for the same approach.
Capacity analyses were performed using Synchro1 for each scenario. Synchro is a traffic
analysis program, based on the Highway Capacity Manual', that is a standard tool used
by traffic engineers to evaluate intersection capacities and levels of service. Capacity
analysis results are presented in terms of level of service (LOS), which range from A to F
and are described in further detail as follows:
· LOS A corresponds to free-flow' conditions, with average delays of approximately 10
seconds or less,
. LOS B represents stable flow, with average delays of 10-20 seconds for a signalized
intersection, and 10-15 seconds for an unsignalized intersection,
. LOS C depicts a restricted flow, with average delays of 20-35 seconds for a
signalized intersection, and 15-25 seconds for an unsignalized intersection.
. LOS D corresponds to high-density flow, with average delays of 35-55 seconds for a
signalized intersection, and 25-35 seconds for an unsignalized intersection, For most
agencies in the Twin Cities area, LOS D represents the minimal acceptable level of
service for regular daily operations.
. LOS E represents unstable flow, with average delays of 55 -80 seconds for a
signalized intersection, and 35-50 seconds for an unsignalized intersection.
· LOS F represents forced flow, where the volume of traffic approaching the
intersection exceeds the capacity of the approach, The average delays are typically
over 80 seconds for a signalized intersection, and over 50 seconds for an unsignalized
intersection,
Synchro was also used to determine queue lengths for each intersection approach under
each scenario. The 95th percentile queue length is used, as it represents a queue length
that is close to the maximum that will be experienced during peak hour operations. In
order to check that the modeled queue results were reasonable, we compared the modeled
results obtained under existing conditions with the maximum queue lengths recorded in
the field. It was determined that the results were consistent, which established
confidence that the queue lengths determined in the analysis of future scenarios (2007 no-
build and 2007 build) are valid. Queue lengths were determined for the PM peak hour
only, as the PM peak hour represents the highest overall traffic volumes,
I Published by TrafficWare, Albany, CA, 2003.
2 Published by the Transportation Research Board, National Research Council, Washington, DC, 2000.
Hopkins School Bus Facility Traffic Study
- 10-
June 2005
INTERSECTION OF 11 TH AVENUE SOUTH AND EXCELSIOR BOULEVARD
During the AM peak hour, existing traffic queues at the intersection were observed to
fully dissipate within the allotted green time for each signal phase, Queues were not
observed to spill back into the mainline flow of traffic for any of the four approaches.
Upon completion of the proposed bus facility, a total of seven buses and four additional
automobiles are projected to approach the intersection from the south on 11 th A venue.
This averages to approximately one bus every nine minutes, and one additional
automobile every fifteen minutes. Two buses and eleven automobiles are projected to
tum left from westbound Excelsior Boulevard onto southbound 11 th Avenue, which
averages to approximately one bus every thirty minutes, and one additional automobile
every five and a half minutes. Considering existing operations and the limited volume
increase, it is our judgment that no perceptible changes will occur in operations at this
intersection during the AM peak hour.
During the PM peak hour, our observations of existing conditions noted one instance
when a queue did not clear within the allotted green time. For westbound traffic on
Excelsior Boulevard turning south onto 11th Avenue, three large vehicles (tractor-trailer
combination, school bus, and another vehicle-trailer combination) in succession slowly
navigated the left turn from the outside (right) of the two left tum lanes. These large,
slow moving vehicles caused an outcome where two vehicles in this left turn lane were
not able to clear the intersection during the first left turn phase, No other occurrences of
this phenomenon took place for this phase or for any other phase at the intersection;
queues were observed to fully dissipate within the allotted green time. Upon completion
of the proposed bus facility, 54 additional automobiles are projected to approach the
intersection from the south on 11 th Avenue, Of those 54 automobiles, 19 automobiles are
projected to turn left onto westbound Excelsior Boulevard approximately one every three
minutes), and 31 automobiles are projected to turn right onto Excelsior Boulevard
(approximately one every two minutes). Thirty-one buses are projected to turn left from
westbound Excelsior Boulevard onto southbound 11th Avenue., which averages to one
bus every two minutes. Considering existing operations and the limited volume increase,
it is our judgment that no perceptible changes will occur in operations at this intersection
during the PM peak hour,
Hopkins School Bns Facility Traffic Study
June 2005
-11-
INTERSECTION OF STH STREET SOUTH AND 11 TH AVENUE SOUTH
The signalized intersection of Sth Street and 11th Avenue currently operates on a
temporary pre-timed basis, City of Hopkins staff informed us that a new controller
cabinet will be installed at the intersection, and an actuated/uncoordinated control
arrangement will be reinstated, Timing parameters similar to the original actuated/
uncoordinated control arrangement in place before the pre-timed arrangement was
installed have been used for this analysis,
Figure S presents the AM and PM peak hour levels of service and projected 9Sth
percentile queue lengths during the PM peak hour for all three scenarios. During the AM
peak hour under existing conditions, eastbound left turns from Sth Street operate at LOS
B; each of the other tuming movements operate at LOS A. No change in level of service
occurs under the 2007 no-build scenario, nor do conditions worsen under the 2007 build
scenario, During the PM peak hour under existing conditions, eastbound left turns
operate at LOS C, southbound through movements operate at LOS B; all other turning
movements operate at LOS A. Under the 2007 no-build scenario, both northbound
turning movements increase to LOS B; each of the other turning movements experience
no change in LOS. Under the 2007 build scenario, the levels of service do not change for
any of the turning movements,
In Figure S, the queue lengths for each approach lane are presented in feet, for each of the
three development scenarios. For eastbound traffic approaching the intersection, the
queue length is not expected to increase significantly for either approach lane. For the
southbound through lane on 11 th A venue, the existing queue length is 149 feet. This
queue is expected to increase by 12 feet from existing conditions under the 2007 no-build
scenario, and by 64 feet from existing conditions under the 2007 build scenario. The
queue length for the southbound right tum lane is not expected to increase significantly,
For both approach lanes of northbound II th Avenue, the existing queue length is 110 feet.
These queues are expected to increase by 4 feet under the 2007 no-build scenario, and by
IS feet under the 2007 build scenario,
Based on our analysis, we conclude that the intersection of Sth Street and 11 th Avenue will
perform adequately in terms of level of service after the bus facility has been developed.
Motorists will perceive an increase in queue lengths when driving through the
intersection, However, the increase will not affect the overall operations of the
intersection.
Hopkins School Bus Facility Traffic Study
-12-
June 2005
A.M. PEAK HOUR
LEVELS OF SERVICE
P.M. PEAK HOUR
LEVELS OF SERVICE
~ 2005 EXISTING
~ 2007 NO-BUILD
I r 2007 BUILD
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CITY OF HOPKINS
TRAFFIC STUDY FOR
PROPOSED
HOPKINS SCHOOL BUS
FACILITY
V' FIGURE 5
TRAFFIC ANALYSIS
RESULTS FOR THE
5TH ST./11TH AVE.
INTERSECTION
~
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.... V TRANSPORTATlo/fENl;1INEERSANDPUHHERS ~
~
Hopkins School Bus Facility Traffic Study
- 13-
June 2005
INTERSECTION OF 6TH STREET SOUTH AND 11 TH AVENUE SOUTH
For the intersection of 6th Street and 11 th A venue, Figure 6 presents the AM and PM peak
hour levels of service and projected 95th percentile queue lengths during the PM peak
hour for all three scenarios, During the AM peak hour under existing conditions, all
tuming movements from 11 th Avenue operate at LOS B, all tuming movements from 6th
Street and the driveway opposite 6th Street operate at LOS A. Under the 2007 no-build
scenario, the levels of service for all turning movements from westbound 6th Street
increase to LOS B; each of the other intersection turning movements remain constant.
Under the 2007 build scenario, the levels of service do not change for any of the turning
movements. During the PM peak hour under existing conditions, all turning movements
from II th Avenue operate at LOS C, all tuming movements from 6th Street and the
driveway opposite 6th Street operate at LOS B. Under the 2007 no-build scenario, the
levels of service do not change for any of the tuming movements. Under the 2007 build
scenario, all turning movements from northbound II th A venue increase to LOS D; each
of the other intersection turning movements remain constant,
In Figure 6, the queue lengths for each approach lane are presented in feet, for each of the
three development scenarios. For eastbound traffic approaching the intersection from the
driveway opposite 6th Street, the queue length is not expected to increase from existing
conditions under either future scenario. For the southbound shared through/right-turn
lane on 11 th Avenue, the existing queue length is 98 feet. This queue is expected to
increase by II feet from existing conditions under the 2007 no-build scenario, and by 26
feet under the 2007 build scenario, For the southbound shared through/left-turn lane on
II th Avenue, the existing queue length is 129 feet. This queue is expected to increase by
11 feet from existing conditions under the 2007 no-build scenario, and by 35 feet under
the 2007 build scenario, For the westbound single-lane approach on 6th Street, the
existing queue length is 87 feet. This queue is expected to increase by 12 feet from
existing conditions under both the 2007 no-build scenario and the 2007 build scenario.
For the northbound shared through/left-turn lane on 11th Avenue, the existing queue
length is 94 feet. This queue is expected to increase by 9 feet under the 2007 no-build
scenario, and by 34 feet under the 2007 build scenario. For the northbound shared
through/right-turn lane, the existing queue length is 98 feet. This queue is expected to
increase by 5 feet under the 2007 no-build scenario, and by 33 feet under the 2007 build
scenario.
Based on our analysis, we conclude that the intersection of 6th Street and II th Avenue will
perform adequately in terms of level of service after the bus facility has been developed.
Although northbound traffic on II th Avenue will experience LOS D conditions during the
PM peak hour under the 2007 build conditions, motorists will only experience
approximately ten more seconds of delay compared with the 2007 no-build scenario,
LOS D is still acceptable for intersection approach operations, and is generally acceptable
for day-to-day traffic operations, We do not anticipate any noticeable difference in queue
lengths for motorists using the intersection.
Hopkins School Bus Facility Traffic Study
-14-
June 2005
A.M. PEAK HOUR P.M. PEAK HOUR
LEVELS OF SERVICE LEVELS OF SERVICE
~~~ 000
L NB/B -()- L B/B/B
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TRAFFIC STUDY FOR
PROPOSED
HOPKINS SCHOOL BUS
FACILITY
FIGURE 6
TRAFFIC ANALYSIS
RESULTS FOR THE
6TH ST./11TH AVE.
INTERSECTION
Hopkins School Bus Facility Traffic Study
June 2005
-15.
INTERSECTION OF 7TH STREET SOUTH AND 11 TH AVENUE SOUTH
For the intersection of 7th Street and 11 th A venue, Figure 7 presents the AM and PM peak
hour levels of service and projected 95th percentile queue lengths during the PM peak
hour for all three scenarios, During the AM peak hour under existing conditions, and
under the 2007 no-build scenario, all tuming movements at the intersection operate at
LOS A. Under the 2007 build scenario, all northbound tuming movements from 11 th
A venue and all eastbound turning movements from 7th Street increase to LOS B; each of
the other intersection turning movements remain constant. During the PM peak hour
under existing conditions and under the 2007 no-build scenario, all turning movements at
the intersection operate at LOS B, Under the 2007 build scenario, each of the turning
movements from eastbound 7th Street and from both approaches of 1 I th A venue increase
to LOS C; all turning movements from westbound 7th Street remain constant.
In Figure 7, the queue lengths for each approach lane are presented in feet, for each of the
three development scenarios. For tlie eastbound single-lane approach on 7'h Avenue, the
existing queue length is 74 feet. This queue is expected to increase by 2 feet from
existing conditions under the 2007 no-build scenario, and by 46 feet under the 2007 build
scenario, For the southbound shared through/right-turn lane on 11 th A venue, the existing
queue length is 78 feet. This queue is expected to increase by 2 feet from existing
conditions under the 2007 no-build scenario, and by 33 feet under the 2007 build
scenario, For the southbound shared through/left-turn lane on 11 th Avenue, the existing
queue length is 85 feet. This queue is expected to increase by 1 foot from existing
conditions under the 2007 no-build scenario, and by 15 feet under the 2007 build
scenario. For the westbound single-lane approach on 7th Street, the existing queue length
is 67 feet. This queue is expected to increase by 5 feet from existing conditions under
both the 2007 no-build scenario and the 2007 build scenario, For the northbound shared
through/left-turn lane on 11th A venue, the existing queue length is 102 feet. This queue is
expected to increase by 5 feet under the 2007 no-build scenario, and by 18 feet under the
2007 build scenario, For the northbound shared through/right-tum lane, the existing
queue length is 99 feet. This queue is not expected to increase under the 2007 no-build
scenario, and is expected to increas~ by 5 feet under the 2007 build scenario.
In response to a request from City staff, we also have determined queuing characteristics
at the intersection of7th Street and 11th Avenuefor the 7:00 AM to 8:00 AM hour. Under
the 2007 build scenario, the projected queue length for eastbound traffic on 7th Street is
63 feet, which is only about half the length of the projected PM peak hour queues for the
same approach. For southbound traffic on 11th A venue, the projected queue lengths are
57 feet for the shared through/right-turn lane, and 50 feet for the shared through/left-turn
lane, Each of these values also is about half the length of the projected PM peak hour
queues for the same approach. For westbound traffic on 7th Street, the projected queue
length is 49 feet, which is 22 feet less than the projected PM peak hour queue for the
same approach. For northbound traffic on 11th Avenue, the projected queue lengths are
67 feet for the shared through/left-turn lane, and 60 feet for the shared through/right-turn
lane, These values are 53 feet and 44 feet, respectively, less than the projected PM peak
hour queues for the same approach.
Hopkins School Bus Facility Traffic Study
- 16-
June 2005
A.M. PEAK HOUR
LEVELS OF SERVICE
P.M. PEAK HOUR
l.EVELS OF SERVICE
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CITY OF HOPKINS
TRAFFIC STUDY FOR
PROPOSED
HOPKINS SCHOOL BUS
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FIGURE 7
TRAFFIC ANALYSIS
RESULTS FOR THE
7TH ST./11TH AVE.
INTERSECTION
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(Xi BENSHOOF & ASSOCIATES, INC,
Ill. V TRANSPORTATlONENGlNEERSAHOPl.ANNERS
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Hopkins School Bus Facility Traffic Study
-17 -
June 2005
In response to a request from City staff, the levels of service and projected queue lengths
for each approach to the 71h Street/II Ih A venue intersection also were determined for the
6:00 AM - 7:00 AM hour. This hour serves as the AM peak hour for buses leaving the
facility, as shown earlier in Table 1. According to data provided by City of Hopkins
staff, traffic volumes on 11 Ih A venue between 6:00 AM and 7:00 AM are 62% ofthe
volumes on Illh Avenue between 7:00 AM and 8:00 AM. Reducing the existing 7:00
AM - 8:00 AM volumes at the intersection by this 62% factor, we developed 6:00 AM -
7 :00 AM existing volumes at the intersection, Based on these volumes, all approaches to
the intersection operate at LOS A. Next, we increased the 6:00 AM - 7:00 AM volumes
by the background growth factor of 2% per year to develop 2007 no-build volumes
during the 6:00 AM - 7:00 hour. Based on these volumes, all approaches to the
intersection continue to operate at LOS A. Finally, we added in the trips generated by the
bus facility, developing new peak hour factors for each approach where appropriate.
Based on these volumes, the eastbound approach of 7'h Street and the northbound left
tums from II Ih A venue operate at LOS B; each of the other movements continues to
operate at LOS A. Thus, there will be no level of service difficulty during the 6:00 AM -
7:00 AM hour upon completion of the facility,
Under the 2007 build scenario, the projected queue length for eastbound traffic on 71h
Street is 98 feet, which is 22 feet less than the projected PM peak hour queues for the
same approach. For southbound traffic on II Ih Avenue, the projected queue lengths are
62 feet for the shared through/right-turn lane (49 feet less than the projected PM peak
hour queue), and 50 feet for the shared through/left-turn lane (50 feet less than the
projected PM peak hour queue), For westbound traffic on 71h Street, the projected queue
length is 46 feet, which is 25 feet less than the projected PM peak hour queue for the
same approach, For northbound traffic on II Ih A venue, the projected queue lengths are
64 feet for the shared through/left-turn lane, and 56 feet for the shared through/right-turn
lane. These values are 56 feet and 48 feet, respectively, less than the projected PM peak
hour queues for the same approach.
Considering the significant volume ofbuses departing during the 6:00 AM to 7:00 AM
hour, we "double-checked" the queuing results presented in the preceding paragraph. We
are confident the results are a valid representation of future queuing characteristics, From
our investigation, we determined that eastbound bus traffic on 71h Street will not cause a
queuing problem because other eastbound traffic on 7'h Street and the volumes on all
other approaches to the intersection are quite low during the 6:00 AM to 7:00 AM hour.
Based on the analysis results presented in Figure 7 and the supporting analysis for the
two moming hours (6:00 AM - 7:00 AM and 7:00 AM - 8:00 AM), we conclude that the
intersection of 71h Street and II'h Avenue will perform adequately in terms of level of
service and queuing after the bus facility has been developed. Some motorists, especially
those approaching from the west on 7'h Street, will experience a slight increase in queue
lengths when driving through the intersection. However, the increase will not affect
overall operations of the intersection.
Hopkins School Bus Facility Traffic Study
- 18-
June 2005
In addition to addressing level of service and queuing conditions at this intersection, it
also is important to address whether buses will be able to adequately complete right turn
maneuvers at this intersection. A large Rortion of buses retuming to the facility will be
making right turns from the north on II t Avenue to the west on 7th Street. A portion of
exiting buses will be making right turns from the west on 7'h Street to the south on 11th
Avenue, If this facility were to be developed, it would be highly important for buses to
be able to complete these right tum maneuvers without interfering with other traffic.
As shown in Figure 8, we determined that the existing 15 foot radii in the northwest and
southwest comers of the intersection are not sufficient to accommodate these right turn
maneuvers. This figure also demonstrates that the buses could effectively execute these
right tum maneuvers if the two radii are increased to 30 feet. Thus, we recommend that
these two radii be reconstructed to 30 feet if the City approves the bus facility. Subject to
confirmation through a field survey, we believe that these radius improvements can be
accomplished within the existing public rights-of-way.
CONCLUSIONS
Based on the data and analyses presented in this report, we have concluded that the
intersections on II th A venue South (Excelsior Boulevard, 5th Street South, 6th Street
South, and 7'h Street South) will be able to effectively accommodate the additional traffic
generated by the proposed school bus facility at all hours of the day, provided that the
curb radii on the northwest and southwest comers of the 7th Street/II th Avenue
intersection are increased to 30 feet.
Hopkins School Bus Facility Traffic Study
- 19-
June 2005
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TRANSPORTATION ENGINEER$AHD PLANNERS
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FIGURE 8
PROPOSED TURN RADIUS
MODIFICATIONS AT
11TH AVE.nTH ST.
INTERSECTION
Hopkins School Bus Facility Traffic Study
.20.
June 2005
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