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1965 Comprehensive Plan - Pt. 3 Transportation & Utilities � � _ � , _ ,_ _ � i � �� , � � ' ' � �_ � �, �� i ,__- _ �:. ��,� ' . � /� L ,'� :) , . ' . / . . , • . , � , � _. � •.� , � _ - ., --- ', . / % �_-� _ � _. ,�� / NO `JNI�WOOlB ;. � �. i � l' �' ` � �... �l: � �� s 1�'�. _� � � 1 � � � . . \ '. . �� T` �:, � .�1 '� .j' � x- 1. � �.� i '�• �� -- ir'� ' -r---- '- --t-�' ; , � ` �.- ,�� _ ,. � �+ �, ; _I, . . ,. . �� ; � a�a�� d ; � �•� :;�� l ��, � � =�= , � �� , � � �., f; � � _ . - � ,— — � �- � N a 3 ., .L�_ l_�- � � � `� !� � k � � � ,� .. 7 1. i', ��1.. . �I :� 'f - . � . 4 � - f . > r—.J . ., �;5 .. � ��l'`.}'� U f� � i i � ' I I � r ,t� �; 13NNiW �;.r�s�-.'�`j.• / ` � t - �/ � , �` i - _ �. � �-'\� _ ' �/�� I ��. � ( � -r-- i . . : I ' ..` .,_.... l Nltl I � I \\,,I IOdV N I IW_,_�., ` ' SI Ol 1NIVS`y-t � l� - \e, '�� ` r 'l,��'`r ��.�� r,J. ..�� . � � ,. s ,,�� . I ; , l� ,� �� ,: � . � , r`�i -_�' �� _ _1 _ ----�- -=��-- . � .. , � G : .- � � , _ � - - � ; �, , � `' � ` �, 1 , '�.. _ - -- � � �``r-:,-,,_ � '� - ,I� � ` iti N3o-ro� � ( � : � - I . _ _�__ . :. , �I � ' � /3l I ' ' ..� % , i • . �— , . �� , I . . .. �`.._ i ... I � � „_,, t---*-f _� v � ,-- �' I� - '. . . ��_._ . � � � , � . •' . �2 .�. �,. / � I `�� t-- r , � �... ` r ��- .. � ,. s y � , � � .- , --��--��--��- - • � '! .. /� I ' . i - 1 � - --�� .. --- - �__..� `-�-- '- ---- . 1 \:g; -'t ' � i -/ R �` I � � ' � 'i � _, . , . . � - j �� '� — - _ ,. . . � - � -, � � � 1 _ _ . , .,, ,.: , _ . ,. ....,. . 1. ,. ► � / J / / ♦ • / � ' 1 � 1 1 1 1 I 1, i '' 11 ' � 1 , , . • � � � r � • 1 � .. — ACRNOWLEDGEMENTS CITY OFFICIALS + Mayor: Donald J. Milbert Councilmen: John F. Hanley � Robert Harriwan Charles L. Heuser Henry Pokorny, Jr. City Manager: Richard Brubacher City Engineer; John Strojan Building Inspector: Clinton Blomquist � City Attorney: Joseph Vesely CITY PLANNING CONIlrIISSION Chairunan: Howa rd Sundby Donald J. Milbert � Henry Pokorny Sanfred Gustafson* Paul Stannard A. G. Larson �' John Malecha Warner Blake - * Resigned PLANNING CONSULTANP � Midwest Planning and Research, Incorporated 1005 West Franklin Avenue Minneapolis, Minnesota 55405 The preparation of this report was financially aided through a federal grant from the Urban Renewal Administration of the Housing and Home Finance —� Agency, under the Urban Planning Assistance program authorized by Section 701 of the Housing Act of 1954, as amended and administered by the Division of Community Planning of the Minnesota Department of Business Development. � .► .. .. Preface This report is Number 3 of six Comprehensive Plan Reports to be prepared under the current community planning program of the City of Hopkins, Minn- esota. Transportation and Utilities are both necessary functions in Che � orderly development of urbanization. Report Number 3 is organized to present basic data and a related analysis about transportation and utilities as they involve Hopkins. The structure of this report is such that additional data '- may be added under the indexing system as well as updating the data included. Such knowledge is essential to the process of estimating trends and needs as related to the General Development Plan for Hopkins. + The following reports will be developed and presented to the citizens of Hopkins as part of the Community Planning Process. r Comprehensive Plan Report No. 1 (Basic Studies) Part I. Land Use Analysis " Part II. Housing Part III. Population Part IV. Community Facilities Comprehensive Plan Report No. 2 (Basic Studies Part I. Economic Base Part II. Business District Study *.^,cm-�-_^'zer.,sive Plan Report DTo. 3 Basi�:. Studies) Part I. Transportation Part IIe Utilities + Comprehensive Plan Report No. 4 (Goals, Standards, and Plans) Part I� Goals and Standards � Part II. General Development Plan Comprehensive Plan Report No. 5 (Effectuation) Subdivision Regula tions _ Comprehensive Plan Report No, 6 (Effectuation) Zoning Regulations * Report contained under this cover. � ... .._ TABLE OF CONTENTS TRANSPORTATION STUDY �age N�anber - Introduction ------------------------------------- 1 Purpose and Scope �--------------------------------- 3 Summary of Findings ------------------------------ 4 _. Proposed Policies -- ------------------------------- 5 Historical Aspects -------------------------------- 6 - Improvement Projects ------------------------------ 8 Topography ---------------------------------------- 12 Thoroughfare Standards --------------------------- 13 � Inventory of Existing Facilities ------------------ 15 Right-of-way Widths, Inventory -------------------- 16 Pavement Widths Inventory ------------------------- 17 Sidewalks ---------------------------------------- 18 Curb and Gutter ----------------------------------- 19 - Traffic Counts ------------------------------------ • 20 Turnfng Movements -------------------------------- 21 Accidents ----------------------------------------- 22 Miscellaneous Transportation Facilities ----------- 27 Railroads ----------------------------------------- 28 Mass Transportation ------------------------------- 33 Hopkins Bus Service ------------------------------- 34 +� � .. LIST OF TABLE AND CHARTS Page Table 1 Summary of Hopkins Motor Vehicle Accidents 22 Table 2 Contributing Circumstances to Accidents 23 — Table 3 Accidents on Excelsior Boulevard in Hnpkfns 24 Table 4 Frequency of Accidents on Excelsior Boulevard and Highway 7 25 Table 5 Hopkins Grade Crossings & Grade Separations 32 Table 6 Minneapolis-Glen Lake Bus Routes 35 Chart A-1 Location la Chart A-2 Trends la _ Chart A-3 Monk Avenue Underpass 9a Chart A-4 Street Cross-Sections 14a Chart A-5 Street Righta-of-way 16a Chart A-6 Curb, Gutter and Sidewalks 18a Chart A-7 1964 Traffic Flow 20a Chart A-8 16 Hour Volumes 20b Chart A-9 Turning Movementa 21a — Chart A-10 Accidents 23a Chart A-11 Railroads 28a Chart A-12 Bus Routes 34a Y .� 4 .. Index No. 1.1 Introduction to Transportation Plannin� .► The standard of living which we are a11 enjoying today is very dependent upon our ability to transport goods from one location to another as needed and• for individuals to travel from place to place as desired. Many forms of trans- ` portation are brought into play and private enterprise is continuously analy- zing the various systems for improvements which will bring one an economic advantage over the other. � The spectacular growth in use of the private automobile and truck during the past twenty years has surpassed all expectations. During this same time per- r,�, iod, other modes of transportation have experienced a decline in use and im- portance. The most significant declines have been noted in railroad passenger travel and urban mass transit use (see Chart 2 ). ^ The large increase in vehicular traffic has necessitated huge expenditures all across the nation for new and improved trafficways and terminal facilities. The difficulties experienced with traffic congestion and inadequate parking � facilities are foremost in the minds of most citizens since the effects are before us each day and not just on occasions as is often the case with other urban development problems. Y One of the largest public works programs in the history of urban growth is now underway in the form of the Federal Interstate Freeway System - 41,000 miles at a cost of $28 billion. At all levels of governmental responsibility, — streets, highways and parking facilities are being upgraded and newly con- strucCed to meet the ever increasing demands for added capacity and improved efficiency. If present trends continue, even greater expenditures will be — required in the future to provide adequate streets for moving traffic. To many, it is very questionable as to whether the present trends in the _ expanded use of the private automobile and truck and the resultant way in which our cities are structured can continue indefinitely without serious consequences. There is a very real concern as to how much land we can afford to allocate for streets, highways and terminal facilities. Other related `� problems which are receiving attention are air pollution from exhaust fumes, noise, travel time, accident rates, cost of insurance, disposal of old cars, aesthetics and temptation to take another persons vehicle. On the other — hand, the private automobile provides us with muc h enjoyment, it is the main stem of our urban order and to many individuals it is the symbol of freedan. The owner of an automobile is free to select his route of travel, his time of ,� departure, the rate of travel subject to speed limits, those with whom he shall ride, the stops he wishes to make and numerous other freedoms, all of which add to the desirability of having an automobile. The cost of transpor- tation by automobile as one can see is not only judged by the cost per mile, + thus in planning for other forms of transit, intrinsic values must be con- sidered. -- 1. ., � W : � � � � r � � , � w � , , � � � - � , i � . , � , , � � �-------- � , � � �-- , � --- -, � - �� ;� -- --- --,, �� i � - � --- � . �, � � , � , , , � � � � , � , � � � , y � � � , �_- �l --- -�- ------; --�---r- ---------- � � , - 1 L _J-J�-" �, � �- ---,--� � -� ��a ! /�t-' �- I � �� - -- - _� � � � �� , ,,�� _ � \ _ 1 --T•-- i r _ _ _ ' � _ �.�r1� J I � f l _ � ` - I_J�_ � �I � � �J I � J � � \ � � ___ __�-_--_ __ I ___ I I I � I I n I \ I � )l � I � I I J I I � /' _ __�I � l � � 7. ______ � 1 . _\ ___ I i -�- � � � �P Il ' 'l �� ' ,� � � -_ =��_ i .� `� i , , ''__""__ � i � � � /�-� ;��. �.. �� r-� i � i . � '�/\ i w �r i i � � i �) - I � - i L ' ' �, �- l_ � I � ' �` . ___ � ____________________ ___________'__ _ `J , � __L _ -�-'`,----- � r t --- � , -- ---� , , � — `�� ; f 1 �, ' � 'o � ' ''� � � �� , � --- i, r � � - � I 5 � `� � ��- , -�� __ � �J � , � � , � � --; ' �� , � Q � I ti { � ,. ----- -- --- --- ----r-- - -- �� '; I ,- � � � ' � j�C3 � � � �;�; `� � �- �,� � �,, --, , ��,,, , / � - � i -� i'_ r� '-� �� _ � � �5 , � � � , r�i i I� -----�---- �--i ' � '__ �_' __t � I II_ ___________ ' '__ j _ ; _ ____ __' . I � i r... � � � "' ' � �� G N EY I � �__ _� -- - - ----- � ;r'.� �_� � �/ ' � L1� ..�_�� ^ __ ____�____�__� T_ ✓� � �_�� -- --- ----� -- �- 1 I ; ' - - ` � _, -T- � - --; i i �� ` i � � SAINT L � �.. � � � � �� SAINT LO IS ' � MI N POL — � � � � I -- � _ PARK � � � �_� �� I I r I �/ � � J �_� ��A . � `\�/, � ' ' I . �� r MINNET _!` � _ j-� _ �-- _J '�t � i � 1 L h 0 4 " ,'-�. C ' � , � < L�.� I �`� l.� ' i I D � i � S � V �� ( ____`I�L J �'�� j I � o i � � i ��.. i ` :� � '�' " __"__'___f -______ I __ _ � I � L�Y 1�J ''__� 1 � � 1 . ` � EDIN S•U i � � --'------ � ; ��`� � C'J � ��,, � Rt F E � ;c, � � � � � � �� ; , � � � �v-r �-- .- , __ _ _ __ —_ _____'1_ � _ __ _ '1 � _� , � � � � , -- �=�- i �' ,�; � � , � � a � � � � / � �' � � BLO ING •ON � I � / � --�d �� -�-- --- � / -- , r �� _ , , _� I I � ' � . � � li �_, , a �, � � -- -- - i , '�� ' ° i j ' - - -- - -- � I !_'�.� �— __ ____._ I _ '�, � I � I � � � , --i J, i � � i � � � � i � _ � i � Completed ; _ I INTERSTATE SYSTEM � � Pro�osetl - ___ __ � � I I �_- -_. - - -- - 0 URBANIZED AREA 1962 -- -----il -` — ' b � _____ MUNICIPALITIES �--� �-) -_TOWNSHIPS � I , I Iv ______-COUNTIES 'R/ �� i I I �� Ir �� I �,4i�E 2 7 ♦ S I ' I / � I I _ �, � . ., � � I I TWIN C171ES ME7ROPOLITAN PLANNING COMMISSION � ( L � -J � 52 I . � �. ,.-� i i ✓ LOCATION MAP H O P K I N 5 A � - m i n nesota • pa9e — ITOTAL R.41 LROADS � AUTOMOBI LES � MOTOR TRUCKS 100,000 �p� � RAI LROADS GREAT LAKES COMMERCIAL INLAND WATERWAYS � MOTOR (excluding Great Lakes) CARRIERS 10,000 10,000 � v AIRWAYS E i `w w � E N C � � O a o � c � o � = INLAND = _ •E 1,000 WATERWAYS E 1,000 — AI RWAY S 100 100 SOURCE: MPC REPORT 8 SOURCE: MPC REPORT 8 1941 1945 1949 1953 1957 1941 1945 1949 1953 1957 INTERCITY PASSENGER TRAFFIC BY INTERCITY FREIGHT TRAFFIC BY MODE _ MODE 1939-1958 1939-1958 — MOTOR VEHICLE REGISTRATION �920 - __ - 1920 -1960 i9so — — ;-' : — 1940 _ =- _— -- — 1950 = =_= 1960 SOURCE: TCATS REPORT ONE 0 100 200 300 400 500 600 '� vehicle registrations per 1000 people TRANSPORTATION TRENDS H O P K I N S AZ . • - m � n nesota pa9e Index No. 1.1 There are many forms of transporta tion systems but the street system is, and will continue to be, the most important in the City of Hopkins within the fore- seeable future. Mass transit may increase for commuter travel, railroads wfll remain important primarily for moving of goods, although increased competition from the trucking industry is expected and vertical lift air travel is also expected to grow in use. Due to the fact that Tiopkins is an — integral part of the larger metropolitan area, the local transportation problems influence, and are influenced by, those of the entire region. The solution to systems of movement have grown both in size and complexity to _ the point where local communities cannot resolve the local situation on a purely independent basis. At the present time, there does not appear to be a completely satisfactory solution to the long range transportation problem. The problem is being studied by many persons, including a joint study by the Minaesota State Highway Department and the Metropolitan Planning Commission, but generally — accepted solutions are still lacking. Some say that development generates the need for increased transportation while others say transportation gener- ates development. Whichever is correct, both a re requir ed in urban areas. —. As possible improvements toward moving of goods and people, such ideas as express buses, subways, monorails, commuter trains, aircraft and controlled development to reduce need are under study in various parts of the world. Transportation planning in Hopkins must be primarily concerned with that of planning its street system to meet the anticipated need for vehicular move- ment and to improve the effectiveness and efficiency of the railroad system — in relation to Hopkins. It is anticipated that existing modes of transpor- tation will continue to be the primary means of moving people and goods until changing technology presents a totally new means of transportation rather than — more variations and improvements of existing facilities. In addition to being a facility on which to move traffic and store vehicles, _ the public right-of-way (street) furnishes open space for light and air as well as space for such public features as sanitary sewer mains, storp water mains and catch basins, water mains and fire hydrants, telephone cables, street lights, natural gas mains, electric power lines, bus stops, street signs, mail- — boxes, street trees, sidewalks and snow storage. Streets also provide access to abutting property and form the basic pattern or framework to which all resi- dential, commercial, industria, and other land uses must conform. The street — system must adequately meet all of these needs, both present and future, There has been criticism expressed at various times that we are planning our _ cities for automobiles and not for people. One of the more important functions of the planning process is to help establish a worthwttile set of values and goals in order that the streets, utilities, parks, schools, and all other uses of land which combine to form the community are reviewed in their proper per- — spective and none is allowed to assume undue dominance or consideration at the expense of others, 2. Index No. 1.2 + Purpose and Scope of Transportation Plannin� The purpose of the current planning effort in Hopkins is to assess the exisCing transportation systems in their relaCionship to the land use developments served and to provide that data necessary for the preparation of a Cransportation plan for major thoroughfares, parking, railroads, and — other transportation facilities utilized in Hopkins. The primary objective is to prepare a plan for the anticipated needs as they will exist during the next ten to twenty years. The transportation plan as developed must be such that it is not in conflict with those of neighboring communities nor plans at the metropolitan level. Every attempt must be made to coordinate local transportation planning with that of neighboring communities and at the metropolitan, county, state, and federal levels. As noted in other planning reports, the economic strength and desirability of Hopkins as a place in which to live, work, and play will — depend to a very large extent upon the ease and convenience of transportation access within and through the community. � The scope of transportation planning is limited to those elements necessary to plan for local needs coordinated with those of neighboring communities and the total metropolitan area requirements. Air, mass transit, and other transportation elements are considered only to the extent that they directly r affect local needs; it is assumed that the primary planning for air, bus, and certain other transportation systems is the primary responsibility of a larger unit of government dua to the larger urban area involvement. .-. .� r 3. ... I�dex No. 1.3 SU1�Il�IARY STATEI�IENT ... Comiuunity Plannin� is the art and science of arranging the use of land ,� so as to have rel:.�tionships which promote and protect the public welfare, safety and convenience. However the arrangement occurs, it is necessary to provide a system of public rights-of-way to assure access and to permit an easy and efficient means of moving people and goods. Our metropolitan urban structure is increasing in size, density and specialization, all of which increase the need for travel. In conformance -- with this trend, rights-of-way have also become specialized with freeways being established to provide a hi�hly efficient route for those desiring to travel three or more miles through the urban area, expressways to..serve _ as routes to and between .expressways and finally secondary thoroughfares. This classification of rights-of-way constitute the "Major Thoroughfare System" and this report is to provide a plan for serving Hopkins as a part of the larger urban area. The plan is based on projected use of the land and projected traffic increase on routes which pass through Hopkins and serve the larger metropolitan area. — Adjustments to the present thoroughfare network will be necessary and many will be joint projects with the co�nty or state. As projects are completed, the use of the land will be adjusted, for there is a direct relationship „� between ease of access and land use. Transportation includes air, bus, water, railroad and pipe and wires utilized by our various utilities. Hopkin's having a small land area and population ` relative to the metropolitan area must serve the role as one unit coordinating with many others toward providing a sound air transportation service, and also rail, except for certain adjustments within the corporate limits. Mass ^ transit at the inter-city level is also a coordination program although it is recommended that a local mass transit system be investigated to assist those surrounding residents in being served by the Hopkins commercial area. _, Water transportation is not available directly to Hopkins although the benefit of barge traffic and the deep-sea port of Duluth to local industry should be a factor in assisting the development of each. ""' Urban areas require sanitary sewer, a public water system, gas, electric power and an adequate storm water drainage system. Hopkins has all of these utilities available although each will require expansion in the future. — Plans for providing adequate service by each type of f�cility are continuously under study and it is the consensus that Hopkins is in position to meet future demands. 4. .� Index No. 1.4 Proposed Policies When structuring a plan it is important that general policies be established as guidelines. For the Hopkins Transportation report the following policies are proposed. 1. That the public right-of-way in Hopkins be classified according to function for accommodating traffic. ` 2. That the major function of those thoroughfares included in the major thoroughfare plan shall be to accommodate the movement of traffic with on-street parking secondary and subject to restrictions as r necessary. 3. That the major thoroughfare system as developed by Hopkins shall take "` into consideration the overall state and county system as a part of a larger complex serving the metropolitan area. — 4. That the major thoroughfare system as developed by Hopkins shall take into consideration the need to coordinate with those of abutting communities. 5. That all intersections of thoroughfares and railroad tracks shall be signalized and grade separated as financing permits. "— 6. That no new railroad tracks shall cross major thornughfares at grade. 7. That existing multi-track railroad grade crossings shall be consolidated — to a single track as soon as possible. 8. Direct access onto the major thoroughfares is to be discouraged and alleviated to the extend possible. 9. Interchange locations with county and state highways are to be located where they will be most advantageous to the local thoroughfare system. 10. Interchanges shall be designed to provide all movements necessary to serve Hopkins traffic needs. lI. A11 thoroughfares are to be constructed to accommodate axle weights required to provide use continuously. — 5. ... � Index No. 1.5 � Historical Aspects of Transportation PlanninQ In common with many urban areas, the primary street pattern in Hopkins is ` merel y a projection of the original town center. Except in the newer suburban areas experiencing substantial growth since 1945, there are very few examples to be found in the United States of urban street patterns being developed acc- — ording to an overall comprehensive plan. Too often in the past, new streets have been simple extensions of an existing grid patCern irrespective of topo- graphical, future anticipated traffic volumes, function, and other considera- _ tions. In many instances since 1945, new thoroughfares designed to carry large amounts of traffic have been developed at tremendous cost and inconvenience due to the '" lack of prior planning and the resultant necessity of acquiring developed rather than vacant land. The primary difficulty in the past, particularly prior to 1930, has been the lack of information and inability to foresee -- the impact of the private automobile both in terms of increased traffic an d its influence upon mobility and our way of life. _ In Hopkins, as in many other communities, some of the streets were designed to serve an earlier age with more pedestrians and fewer automobiles. Only during the past 20 years has it become necessary to provide the higher stand- ard facilities such as Highway No.7 to accommodate the large increase in — traffic volume. Back in the days when Excelsior Boulevard was a primary route to Lake Minnetonka with horse drawn vehicles and vintage automobiles in use, there were few, if any, persons who could foresee the present volume of traffic -- and types of vehicles. Prior planning studies have indicated certain defects in the Hopkins street �, system, Some have been eliminated or alleviated to a considerable extent while others still exist. Some of the defects noted in prior planning studies are as follows: � 1. Lack of continuous trafficways through Che city; 2. Inadequate right-of-way and pavement widths for ma,jor thoroughfares; 3. Short blocks resulting in too numerous and dangerous intersections; _ 4. Improper jogs in alignment; 5. Through traffic utilizing certain streets to the detriment of adjacent land uses due to the lack of suitable alternatives; 6. Many at grade railroad intersections. 6 .. .� Index No. 1.5 Due to the fact that Hopkins is substantially built-up , the existing street r pattern must serve as the framework for future planning, Although many other alternatives would be available if much of the land were still vacant, it is still possible to plan and develop a reasonable and satisfactory street system "' within the limited range of possibilities available. r. ... �.. ... � 7. Index No. 2.0 Transportation Improvement Pro3ects Hopkins, along with the state and counCy, is aware that the facilities to accommodate present traffic demands as well as anticipated future demands are in need of adjustment. Adjustments in a built-up urban area become very costly and often necessary change disturbs the plans and living patterns — of many persons, thus any improvement must be very carefully considered as to the extent, the timing and the method of financing. The first step is to understand the need, establish the degree of adjustment necessary to correct _. the situation, and then develop the plan. Numerous plans for meeting the need for improved trafficways are under study by the State, the CovnCy, and Hopkins. During the year 1965 it is not antici- pated that any major projects will be initiated. However, the following descriptive list includes major improvements which are in plan stage. '- 1. Through HiQhway 7: It is generally accepted that this state highway is to be upgraded to freeway design and the State Highway Department has submiCted to Hopkins for review a proposed plan to do so. The plan _ provides for a diamond-type interchange at 17th Avenue with T. H, 7 pasaiag under 17Ch; a modified diamond-type interchange at 5th Avenue with T. H. 7 passing under Sth; a modified cloverleaf-type interchange at new County Road 18 interchange with T. H. 7 passing over County Road 18 and a diamond interchange at Monk Avenue with T. H. 7 passing over Monk Avenue. With the exception of the diamond interchange at 5th Avenue, the proposed plan is in general agreement. The proposed timing is to � build County Road 18 interchange first, and the remainder shorCly thereafter. -- 2. County Road 73: It is the proposal that CountyRoad 73 be extended eo County Road 3 by projecting 73 south along 17th Avenue. At County Road 3 the traffic would turn west to Shady Oak Road and then souCh to present T. H. 169. CounCy Road 73 is one of the few north-south non-freeway thoroughfares with continuity west of Hennepin Avenue in Minneapolis and it is expected to serve low speed and high volume traffic movements. According to the Hennepin CounCy Highway PZan prepared in 1959, the 1980 " volume is projected to 12,000 vehicles per day and this projection appears sound. Improvements required are surfacing of 17th Avenue from Excelsior Boulevard to County Road 3, installation of traffic signals _ at 17th Avenae and County Road 3, and possibly 17th and Excelsior, control of on-street parking. 3. Count Road 18: (Washington Ave.) The upgrading of County Road 18 to + Freeway design is one of Hennepin County's high priority projects. The development of a plan which will provide suitable access to Hopkins has been and is one of the most difficult design problems the county and 8. Index No. 2.0 Iiopkins have jointly undertaken. Hopkins is the destination for — hundreds of trucks each day as well as thousands of employees and ease of access is of ��ital concern in the design. The principal area of ditficulty is the intersection of Excelsior Blvd., Co. Rd.. — 3, Co� Rd� 18, eight railroad tracks belonging to three different railroad companies and all surrounded by large industrial plants. � five o:ay interchange is difficult and with the projected 1975 volume oi 38,000 vehicles, the problem is a major task. Both Hopkins and the county want a satisfactory interchange and quick development.. (See major thoroughfare plan) The remaining portion of County Road 18 also has a fe�� areas which are not in mutual agreement but the ` large problem remains at Excelsior Boulevard. Houses must be moved; a di�.mond is proposed aC 5th St. South requiring a favorable reaction fror� the Village of Edina, extending into the set-back yard area at — Ao�i�;�>iell Research Lab; and many other obstacles must be met. 4. Monk Avenue: This thoroughfare is designated as County Road 20 and provides one of the principal access points to a freeway for that land south of TH No. 7� Pre�isely, it connects Excelsior Boulevard (County� Road 3) with TH No. 7. The abutting land use is industrial and high density residential, all of which add to the demand for — travel capacity. Two major improvements should be made; one is the redesign and reconstruction of the Excelsior floulevard and Monk intersection and the second is the provision of an underpass at the — North�iestern and riilwaukee Railroad tracks (see chart 3 A ) In addition, the entire length of Monic should be brought up to a standard sub-base, surfacing and curb and gutter. + 5. County Road 3: County Road 3 serves as a major east-west thorough- fare for a large residential area west of Hopkins, as a by-pass route for the Hopkins business district, and a gateway to industrial and '— commercial areas� Most of the right-of-way necessary to reconstruct this route from County Road 18 to Shady Oak Road into a fo�r-lane, divided, limited access thoroughfare, is held by the county. Sig- -- nalizaticn will be necessary at 17th St. and Shady Oak Road as well as finalization as to how County Road 3 will blen into the County Road 18 and Excelsior Boulevard interchange. This portion of County ,� Road 3 is an important route, with a 1975 projected volume of 13,000 ADT and should be high on the priority of construcCion. 6.. 11th St. South; Currently, the only access to that part of Hopkins ` lying south of the Northwestern Railroad track is llth St. or County Road 18o This has not been a major problem in the past due to the type of development to the south and the lack of pressure for additional — urban land. The proposed thoroughfare plan requires joint planning with the Village of Minnetonka;and llth St. South from County Road 3 to the south corporate limits is the major north-south street. y r. �. - i _ ��. � S�� P�� 300� � ::::; , , ::::: � -4% � O P� — I �P��R � � O N� � P��R g�C E� I � C '(N�� ' PG\�\ � �'�NOR � P � a � � V / P�'� PJ�.:.::. N � �\G S� � �G �P�� -4% �� ''��GPG W :' 3�� Z : W : �� :: Q� � � T a — NORTH Y Z : � Semaphore � Conirolled Intersection _ B=VARD /.::;::::;�::::�::�;�.;,..�'!!"!.;��:.�;�;.:::::;�:�::�:�:�;�:��:�� . — E X G�L 5�p R --,. :;r�;;;;,•►::';:`;;;.::':�_. -- � I — , RAILROAD OVER NORTH 300� �/ -4% �� 12� _ ° �� 4 /o � / / � / / � __ MONK AVE. UNDERPASS H O P K 1 N S A•3 m i n nesota page ... Index No. 2.0 Improvements required are acquiring the necessary right-of-way .., from 7th Ave, South to the south corporate limits; the construction of an adequate sub-base and surface for the entire length; provision of adequate height for the underpass et the Milwaukee railroad; and provision of drainage and curb and gutter. 7.. 6th Street South: This thoroughfare is to provide for the major east-west movement south of the rQilroads to provide a route frorn — County Road 18 to Shady Oak Road to serve all land in South Hopkins. Improvements are extensi�e inasmuch as the right-of-way and construction are necessary from 6th Ave. So. to llth Ave, So, and from 15th Ave. _ So, to Shady Oak Road, Again, joint planning is necessary since a part of the alignment is in the Village of Minnetonka. 8. llth St. South: This particular thoroughfare is a newly proposed � alignment which will provide a route from Shady Oak Road to the proposed diamond interchange on County Road 18 located south of Hopkins. It is a joint thoroughfare alo*ig the southerly corporate limits. 9. 3rd Street North; For a number of years this particular area of Hopkins has had industrial and residential uses competing for devel- _ opment and thus, creating a traffic conflict due to different intent. The establishment of 3rd StrPet North as a new alignment in accordance with a land use plan is intended to bring compatibility while providing � ease of access to both types of land use. Third Street will provide a ' route from Monk Avenue to County Road 18 Freeway. New right-of-way will be required, some of which is occupied by residential use.. -- The fulfillment of the thoroughfare plan will require other acquisition of land and construction as may be seen by a close study of the proposed plan; but the major elements have been reviewed heretofore. ,.. ... 10 ... Index No. 3.0 LAND USE —' The utilization of land in an urban envirorunent requires that goods and persons be able to move to the site and away from the site--land use is a traffic generator. The provision of various means of gaining access to — land makes it possible to use the land. Thus, the use of land makes it necessary to provide access and providing of access makes it possible to use the land. Intensity of use and potential intensity are the critical areas where judgement must be applied in structuring the Comprehensive Development Plan. Provision for movement must be related to generation of traffic needs. — Defining a trip as traveling from an origin to a destination (intent) i.e., from the destination back to the origin is a second trip; the research conducted by the '�win Cities Area Transportation Study" indi- _ cated that work and home were the greatest traffic generators. The complete breakdown is as follows. — Vehicle Trip Destination by Generated Land Use Class — — _.— _ --�------� Residential 48.9 � — Manufacturing 6�3 Non-mfg. Indust y I 3.7 `� _____ _ Commerciai 29.6 �__ .� Public Bldgs. �•� Pub. Open Space 1.3 Not Classified I 2•4 — 10-a — Index No. 3.0 The percentages shown are by land ase type a_r� not function such as � "to work". In calculating traffic generation by employment within Hopkins "Edwards and Kelsey" utilized the factor of 1.12 persons per car or 1.78 trips per employee assuming one trip to work, Hopkins base employment is _ expected to increase by 6000 by 1975, thus generating 10,600 new trips per day. In addition to work trips, those generated by the home using the following index is 5.7 trips per day per dtaelling unit. � Work 2.0 Shop and Personal Business 2.1 School 0.5 " Social 1.1 Total 5.7 � Utilizing the traffic generation factors and the holding capacity of the various neighborhoods and industrial lands as anticipated in the Plan, total new trips were calculated for a potential of 14,000 additional trips per day. It must also be noted that Hopkins is a part of the western suburbs which will also generate new traffic demands, many of which will be served by thoroughfares passing through Hopkins . As previously stated, 'r it is realized that the major thoroughfare system of Hopkins must coordinate with the state and county thoroughfare plan for serving the larger area, thus the new trips in Hopkins must be considered as a part of the whole. � �., � 11 � �. i �� Index No. 3.1 TOPOGRAPHY Topo�raphical influences '' Due to the fact that much of Hopkins is relatively flat, there are no severe topographical problems concerning the development of major thoroughfares. None of the existing thoroughfares have been located _ primarily on the basis of topographic influences. The necessity of interchanges and required clearances however, have caused some align- ment to be adjusted. � Topography does influence the actual construction of the routes to a minor degree due to the need to assure proper drainage. For this reason, the selection of routes for minor streets is influenced to a much greater degree �' since some of these are in areas of more severe topography and the routes can be adjusted in some cases to accommodate even gentle slopes. The con- trolling criteria in the selection of thoroughfares, however, does not ... normally allow the placement of curves and deviations from a straight line course due simply to minor topographical problems . In the southern and certain other sections of the city, soil conditions � rather than topography present a problem to thoroughfare and other street planning. Although related to topography, the problem is primarily one of a high water table and peat subsoil �ahich conplicates the development of -' firm foundations for both street surfaces and buildings. It should be noted, too, that while severe topographical conditions are _ commonly considered to be a primary development problem, a relatively flat area can also present problems. Such problems are most often in the form of poor drainage and the consequent possibility of expensive storm water solutions. Much of the thoroughfare system as it now exists will also be the primary thoroughfare system in the foreseeable future. In most instances, future " thoroughfare routes in the northern half of the community have already been selected and othere will be upgraded on their present alignment. There will, however, be a need for future thoroughfares in the southern portion �. of the city on routes not yet constructed; it is in this area that topo- graphy, drainage and soil problems will have considerable influence upon the selection of alignments. � � 12 � .� Index No. 4.0 ThorouRhfare Standards When developing a plan it is important that a clear �understanding of terms and standards be established. It is often true that long range community plans are recognized when making decisions to deveiop in other � parts of a community and those making such decisions should have sound data against which to apply judgement. The following is intended to provide such data. The termsfreeways, expressways, major thorou�hfares, collector and minor streets, and service roads, are applied to the various roadways by .� nature of their function in the major thoroughfare system. Freewavs: The term freeway is applied to those highways with four or more travel lanes having no grade intersections and serving primarily through traffic. At the present time, there are no highways of th:s level serving Hopkins. "` Expressways : An expressway is a thoroughfare comprised of at least four lanes of controlled access with a median strip where required, serving primarily through traffic, but also closely related to the local traffic _, system. At-grade crossings are not excluded on this type of carrier. Some expressways, such as T.H. 7 will have lengths of roadway with complete limited access features, particularly in those areas of higher traffic . volumes. Maior Thorou�hfares : This term applies to those routes of two or four lanes which generally serve through and local traffic movements, connecting with " freeways by interchanges, or expressways via grade level intersections or interchanges. I+Iajor thoroughfares usually extend beyond the community, connecting external and internal traffic movements with local areas. A _. primary example of a major thoroughfare in Hopkins is Excelsior Boulevard. Collector. and Minor Streets ; Collectors are those minor streets which serve as "collectors" of locally oriented traffic movements to major thor- onghfares. Minor streets are those roadways which afford street access in residential areas. Wherever feasible, it is desirable that collectors and major thoroughfares be designed perpendicular to minor streets and not have "' residential frontage, Collectors and minor streets are not designated in the Major �horoughfare .— Plan, but should be regulated in the design of future subdivisions in relation to the Major Thoraughfare through controls embodied in the sub- division regulations, In the design of traffic flow, minor streets favor collector st=eets, collector streets favor major thoroughfares, major thoroughfares fravor expressways and expressways favor freeways.. 13 .. Index No, 4.0 Service Roads : Industrial or commercial service roads are aligned parallel to freeways and expressways, affording vehicular eccess to those ^ properties abutting the freeway or expressway. Recommended Street and HiQhway Cross-Sections � In order to indicate specifically the type of improvement contemplated in each case and generally discussed in the preceding paragraphs, standard .. street cross sections are shown in the accompanying Chart No. A4 , "Suggested Cross-Section Standards". Note: The subjects of right-of-way widths and pavement widths are ~ discussed generally in Section 5.1 and 5.2 of this report. � � � � .r. ... � .•. � � i � A •� 1r r i i i i i i i i i i i i i i i i i i i service lane A• LIMITED ACCESS (FREEWAY or EXPRESSWAY) P��9 froniage C• COLLECTOR road fence� fence—f 1 � � parking s shoulder median ;��, wilk moving walk .�- � __. .�, URBAN � ,��,� R.QV1L VARIBLE 120�- 400� �p� high density 6� 5� iZ� 12� 12� 12� 5� 6� as per standards,Minnesofa Highway Dept. and Bureau of Public Roads 70� MINIMUM R.O.W. — — -- - - - �OW C�@�151ty 6� 7� 10� 12� 12� 10� 7' 6� B• THOROUGHFARE 8�usable ��jure laner future�walkr � shoulder r .�� RURAL -__�___ -_�_- � � r �� — - - - -- walk , variable ,t , walk 12� 12' 12� 12� URBAN � ,. ...� � 66� MINIMUM R.O.W. (70'desired) b• $• ,z� ,z• 4• ,z• ,z� 8• 6 D. MINOR ' , �► - 80' MINIMUM R.QW. STREET walk�•y .�walk (100'-120�desired) � - - URBAN I s' I s' � 3a' � a' I s' I medium and �— bo� MINIMUM �.aw —� business pedestrian left turn high density frontage� walk lane /lane walk ��5� variable I 28�-36� � variabk�4�51 alternate�� 60�- 66' R.O.W. —Tr � �� :r �r� � � r' � 8' 12' 12' S' 10' 12' 12' 3" 6 optional URBAN ... ` , I ,��,,.,, 80� MINIMUM R.O.W. � (700 -120 desired) �Ow C�@1151ty � 4 6' I 28� + 6 4 �� '� , 50�MINIMUM R.O.W. usable � `shoulder i RURAL � _�_ ___- ,�� RURAL � '• �—� F• high volume 3' 6' ts' i2' is' iz' e' a' very low residential 66� MINIMUM R.O.W. denSlty� very �OW 10� 20� 10� (100'desired) traffic volume 40� MINIMUM R.QW.__ � `- usable '� E. BUSINESS or INDUSTRIAL ' shoulder -�Y� SERVICE ' i RURAL � '�� -___ __— " �Ow volume �g' g' �Z' �2' 8' 13� 6�-8� 34�- 48� 6�-8 66� MINIMUM R.O.W. 60�-80� R.O.W. (100'desired) STREET CROSS• SECTIONS H O P K I N S A•4 minnesota page " Index No. 5.0 INVENTORY OF EXISTING FACILITIES It is becoming increasingly important to have a current inventory of existing transportation facilities due to the rapid changes occurring -- in transportation needs, technology, and development. In most communi- ties under 50,000 population, the sCreet and highway system ia the most important transportation element, although air, rail, bus and other modes „ of transportation must be considered for their relative importance. Hopkins has a street sys�em which grew in response to a combination of natural and man-made factors . Most of the streets were platted prior to � the time when serious consideration was given to camprehensive city-wide transportation planning. Few persons foresaw the greatly expanded use of the automobile and r��ost streets were developed merely as extensions of -- exiting streets developed at a time when there were few, if any, automobiles. To a very great extent, the street system of Hopkins has been influenced � by the early selection of railroad routes, the location of Excelsior Bouleverd, amd State Highway No. 7. Much of the current street development is compli- cated by the fact that modern day street and highway needs must be adapted to a street pattern established many years ago. An inventory of transportation facilities is needed to provide a clear picture of existing conditions and problems. A thorough analysis of the � existing situation is essential to the process of projecting needs and attempting to anticipate future transportation problems, It is necessary to have knowledge concerning right-of-way widths, pavement widths, traffic volumes, vehicular movements at major intersections, terminal facilities, and occurence of accidents. Concerning air transport, bus service and various other fields of trans- '' portation, it is recognized that such transportation facilities are primarily a metropolitan problem rather than a local problem. The city of Hopkins cannot provide an airfield, its own bus system or other forms of mass transit. -• Due to the fact that Hopkins is part of a retropolitan area, even the local street system cannot be considered as a purely local matter since many of the streets are part of the state and county highway systems and some streets � extend into adjacent communities. � Coordination of local transport�tion planning is needed with that of neighboring communities, the metropolitan area, Hennepin County, and the '� state. A valuable function of local planning is to maintain an up to date inventory of local facilities for its own use and coordinaCion with the planning efforts of the larger urban area. .� 15 . � .. _ Index No. 5.1 Inventory: Ri�ht-of-Way Widths � The right-of-way is that amount of land available for street purposes. Right-of-way for street usage can be obtained in many ways such as dedi- cation of public right-of-way in new subdivisions, purchase by a — governmental unit, easements, and the like. The right-of-way width is, or should be, indicative of the function of ...,, the street. For example, a sixty foot right-of-way normally is sufficient width for a minor residential street while one-hundred feet or more is required by a thoroughfare carrying larger volumes of traffic. Proper planning should help to assure that adequate but not excessive right-of- � way is available for various types of streets, In the past, many communities have established or have allowed developers �- to provide right-of-way for streets with little relationship ta the present and projected function of the roadway. For example, some communities have established excessively wide residential streets and at the same time pro- ... vided inadequate right-of-way for major thoroughfares, Good planning requires that street right-of-way be provided according to a comprehensive plan that recognizes existing and projected traffic demand and the intended function of the street. One of the more common mistakes made in the past has been to establish building set-back lines in relation to existing street right-of-way lines — rather than potential future right-of-way needs. This situation has resulted in the creation of very narrow front yards or the complete elimi- nation of street trees and front yard space when a street is widened. In _ the absence of a comprehensive transportation plan, a street originally developed as a narro�o residential service facility may later prove to be needed for thoroughfare purposes, Thus, it is not difficult to realize that proper planning can help to avoid street right-of-way problems of development ^ and to assure greater efficiency, economy, and harmony in the process of development of transportation facilities. r An inventory of existing street righC-of-way widths and locations can be compared with the needs as outlined in a long-range plan in order to ascertain where new right-of-way will be required. When this is established, � needed future right-of-way can be protected by the requirement of adequate building set-back lines, zoning, subdivision regulations, and filing of an official map. Perhaps the greatest advantage to be obtained is that of economy; it is a needless waste of public funds when developed property must be acquired for street purposes when proper planning could help to avoid such a necessity. For inventory, see �hurt A�_• 1� i STREET RIGHT-OF-WAY WIDTHS ..,,,.................. UNDER 30' ------ 30' m 49' 50' - 66' -®- -- OVER 66' PKINS MINNESOTA � Index No. 5.2 -► Inventory: Pavement Width In addition to a knowledge of existing right-of-way widths, it is also necessary to maintain an up to date inventory of pa�aement widths. The � pavement width determines to a large extent the capacity of a street to carry traffic. '" The design capacity or "practical working capacity" of a street is usually expressed in terms of vehicles per hour which can utilize the street with a minimum of congestion, delays, inconvenience, and hazards. Many factors �. such as pavement width, conflicts wiCh pedestrian movements, the frequency of intersections, turning movements, access drives, commercial usage by trucks and busses, the nature of adjacent land uses and so on. All of these factors must be considered when developing a transportation plan. The assignment of right-of-way widths to future street development should be according to the varying functions and differences in design capacity " with commensurate �ariations in pavement widths. A comprehensive street plan designates each existing and proposed street by function and assigns an appropriate cross-section standard. The cross-section standards desig- _ nate right-of-way and pavement widths and the relationships between the sidewalk, boulevard, curb and gutCer, and pavement. Proper channelization (provisions for turning and weaving movements) and r signalization is also necessary to obtain maximum capacity on a street. Proper channelization by painted stripes or other means is dependent upon adequate pavemenC width and right-of�-way. � In general, an inadequate pavement width is a far less eerious problem than inadequate right-of-way. If adequate right-of-way is available, the ,... pavement can be widened as necessary. The acquisition of additional right-of-way is often a costly and complicated process. � .•. 17 .. — Index N0. 5.3 Inventory: Sidewalks Pedestrian movements must be considered an integral part of any trans- gortation plan. Although much of the current planning attention is focussed upon the automobile and its needs, pedestrian movements are � important in their own right and they are also related to vehicular movements in many instances. -� An important relationship between vehicular and pedestrian movements can be observed in most central business districts during peak-hour traffic periods. Pedestrian movements often conflict with those of � vehicles such as evidenced by cars being unable to make right turns due to pedestrians crossing the street. Other relationships exist in the fact that drivers must walk from parking spaces to their final destination; children often utilize street surfaces as play areas in the — absence of sidewalks, and the like. One of the most important functions of a transportation plan is to point -- out ways and means to provide for proper and convenient pedestrian movements. The sidewalk is the most common facility thougt of in relation to pedestrian movements and is indeed the primary facility utilized to r, accommodate such movements. Only recently have many of the suburban communities considered the desirability and necessity of sidewalks in residential areas. Sidewalks � have been considered by many suburban dwellers as a "city" feature which they �either need or desire. Within the past few years, however, there has been a rising interest in the need and desirability of sidewalks. "' Much of the interest has been generated by school officials who have expressed concern over the rise in school transportation costs and the lack of sidewalks for children who must or should walk to school. The problem of hard-surfaced play areas for pre-school aged children has also begun to influence current thinking about sidewalks. The problem is particularly acute in newer subdivisions with young and large families.. + It is not unusual to note a considerable number of children using the street as a play area in the absence of sidecaalks; this is a definite safety hazard and an impediment to efficient traffic flow. Areas lacking sidewalks also lack any well-defined pedestrian circulation pattern. All areas developed at substantial urban densities should have _ enough sidewalks for neighborhood pedestrian circulation and play surfaces . See Chart A 6 for an inventory of current sidewalk installation. ..o 18 i � Index No. 5.4 '` Curb and Gutter The curb and gutter system might be thought of as an urban ditch for .� its primary function is the same as the rural ditch. It is a part of the storni drain system and must occur in some form along all developed right-of-way. The installation of a concrete or asphalt curb also provides a number of other tunctions such as a more orderly and neat appearance, a ` line of demarcation as to where vehicles are intended to travel and where pedestrians may tread, a safety factor inasmuch as a curb acts as a barrier,and helps to prevent feathering of the street surface but primarily it is for '� drainage control. In many suburban communities, subdivision regulations require the provision ,� of curb and gutter as a part of all new streets. (As do the proposed subdivision regulations for Hopkins) Most require some type of "permanent" facility which has been variously interpreted to mean concrete, high quality asphalt, or other impervious material. There are also various designs for '� curb and gutter; one of the newest and most widely used being the combined "rolled" curb and gutter which does not require curb cuts later when d=ive- ways are instAlled. r Permanent curb and gutter should be installed on all streets �xcepC under the following conditions; + 1 . When street widening is anticipated in the near future. 2. When the street does not have adequate storm sewer drainage for the proper collection and distribution of surface water. " 3. When the area is basically rural in character and a road shoulder and rural ditch will serve the area in lieu of curb and gutter. -- In the City of Hopkins, over 50 percent of the total developed residential area is provided with curb and gutter, as is the entire central business district. (See Chart No.A 6 ) There are still several of the newer resi- ,� dential areas within the city such as Belgrove, Hnollwood, Farmdale, and Interlachen that do not have curb and gutter. In order to secure such improvements as curb and gutters, sidewalks, and � street surfacing, state law requires that residents of the neighborhood must firsC petition the City Council to make the improvement. After filing this petition with the City Clerk, the residents must a�wait a report by the — City Engineering Department which will recommend to the Council which of the petitioned for improvements are feasible, whether the Council should accept or reject the petition, and an estimate of the cost of the improvement. � A public hearing on the improvements is then advertised and all affected parties are also notified by mail. A public hearing is then held and the City Council makes its determination, If approved, bids will then be taken and a contract made. The special assessments will be levied against each "� resident customarily on a charge per front foot basis. Curb and gutter costs normally run about $2.30 per linear foot and sidewalks about 50� per square foot. ^ 19 .. .. '^ Index No. 5.5 Traffic Counts ,.. The use which is applied to the land and the flow of traffic are related. Studies have been made to provide us with some general index as to the " number of trips which various types of land use will generate. However, '- hours of employment, type of employment, the weather, thoroughfares avail- able, density of trucks, type of thoroughfares also have a bearing on the flow at any particular location, A current inventory of traffic volumes --� combined with a knowledge of traffic volume trends is a useful tool in planning the street system. Traffic counts indicate the relative importance of various routes as measured by the number of vehicles which utilize the ... streets. Traffic counts can also be related to the design capacity of the streets and will ascertain where streets should be widened, new routes provided, access limited, channelization installed, signals installed or .. other types of improvements. Traffic counts provide a measurement of how the existing streets are being used but do not necessarily indicate the most desirable usage from the -• community or individual driver's viewpoint. In some instances, residential streets not intended for through traffic may be heavily traveled due to the lack of suitable alternatives or streets designed which "invite" through � traffic movement where none is inten�ed. Certain major streets may be congested due to inadequate widths, conflicts with pedestrians, parked cars, heavy use by buses and trucks, improper signals, turning movements and lack of channelization. A �ood traffic count inventory indicates where ` these and other traffic problems may be encountered. In the summer of 1�64, the firm of Edwards and Kelcey, traffic engineers, — was retained as a part of this study to take a traffic count, Chart A-7 indicates the findings as adjusted to average daily traffic (A.D.T.) Comparing the 1964 count with the 1952 count as shown in the City Plan , report of some 12 years ago we find the following: Excelsior Boulevard has increased at the rate of 11`/, per year. Shady Oak Road has increased at the rate of 13% per year. �' T.H. 7 has increased at the rate of S'/o per year. 5th Ave, at 3rd. has increased at the rate of 20'/, per year. Co. Rd. 18 So. Excelsior has increased at the rate of 44'/, per year. Another factor to consider in evaluating the significance of current traffic volumes is the effect of current and past construction .n traffic volumes. ,r As certain streets are under construction or repairs, or new thoroughfares are � opened, traffic movements are altered. In comparing the 1952 counts with 1964, it must be remembered that County Road 3 along the present alignment did not exist, nor did Monk Ave, to T.H. 7. In the Metropolitan area street " construction or reconstruction is a continuing process and traffic is usually in change to some de�;ree. Thus, the timing for taking traffic counts must be carefully judged or compensated for in order to provide a sound comparative -� base. The 10% plus increases as indicated for Hopkins are above that found outside the metropolitan area but not unusual for the major thoroughfares in the western suburbs which is in the patl: of development trends. New street _ development has not kept pace with Che increasing traffic needs and there is doubt expressed by some that capacity can ever match the demand on all streets. 20 [��K I �NS �MINN�ESOTA�-,,-�"L-7,, "t .r 2400 " 2200 2000 1800 1600 1400 � 1200 � 1000 _._ > "' 800 600 400 200 ... 0 �� 4� � �� Q� a� Q� �� Q� Q� Q� a� � c4 0' & c4 �� O� cS' c4 OO� d' & d' d' c4 & �• q�° o,' �i' �• � SOURCE: HENNEPIN COUNTY HIGHWAY DEPARTMENT COMMERCIAL VCHL. - PLANNING &PROGRAMMING DIVISION pA55ENGER CARS � MARCH 4&5, 1964 __ 16- HOUR VOLUMES H O P K I N S A 8 m � n nesota • page � "" Index No. 5.6 Inventory: Turnin� Movements An inventory of turning movements is an important element in the analysis of existing traffic conditions. A knowledge of turning _ movements is especially important at the intersections of major streets where right and left turn movements may seriously impede the smooth and efficient moveroent of traffic. Left turn movements during peak traffic periods are a particular impediment to traffic flow. In addition to providing infotznation concerning possible detriments to the smooth flow of traffic, turning movements also provide information — concerning the need for various types of signals and possible needs for alternate routes to reduce the need for conflicting turning movements. One of the most troublesome intersections is County Road 18 and Excelsior r Boulevard. This is a five street intersection which is always difficult but it also has heavy turning movements and commercial vehicle count. (See Chart -g�c ) ... ... ... ... ... ... .o .� 21 � i i i i r i i i i � i i i i i i t i 4246 HENNEPIN COUNTY H!,�HWAY DEPARTME�IT P�A,�NI JG � PROGRAMMtNr DIVISION �+�" P.c. c.v. _ y� 1988 183 � �; �. � � N� - N � ,� -.� i �QTE MARCH 4 5 , 1964 71ME 16 HOUR- 6 AM TO 10 PM � �� - � M �_.. __,._�_._...�__._�..�.._.._ � J R �jCr.— �OCATIGV CSAH 3 18 -EXCELSIOR BLVD , a - - �";`r ___ ._..____.�._----_._ RECORDER H�C._=___ASCHER BOTZ '` � _ _�._._..--- HOPKINS-MCGANNON f, WOOLLEY «�' � ~ � � °� U ( EXCELSIOR BLVD. � � GS.A.H. 3 4274 240 �� P.C. C.V. � P.C. C.V 4 453 31 � °� � � �c.i N 45 13 9 3 3009 172 m ±yo I 00 2816 � 149 !0 � 2 1439 144 � r� �c�� i a '� U �i rn 941 34 �I I 277 54 i a M 95 7 12 � � 5266 361 � � v ~ � � N cf f� � 01 ? � �{ _ � J — � �\ �� lp �0 01 0 ti G' p� \a�h N a M O N M �. \� �l0 — — �, � \n�°� p, P.C. C.V. Q'� Q' '�^ � 2986 255 Gj' � � �1 � C�' �R� 2s c �1 �j � rt. S `32 �, ^ m 09`� ��9 � 6 705 TURNING MOVEMENTS H O P K I N S A.9 C.S.A.H. 3, 18, & EXCELSIOR BOULEVARD m i n n esota page Index No. 5.7 Accidents — Another aspect of transportation planning is that of designing the system in such a manner as to reduce accident potential. An inventory of accident locations and frequency is a useful tool in determining where .,,,, the traveling public is having difficulty in safety utilizing the system. Automobile safety is a serious factor in our lives and to the economy, for the records indicate that 1.6 persons out of each 100 will be involved — in an accident each year and that 25.3 days of work will be lost for each 100 persons per year due to auto accidents. — Traffic engineers are continuously working on new designs and developing improvements to our thoroughfare systems. Some of the elements which are a part of the safety devices are channelizations, light-controlled _ intersections, safety walks, proper site distance, sign control, control of private signs, elimination of intersections having more than four streets, limited access and grade separations. "" In Hopkins, we have evidence of all of these devices as well as the need for new installations. -._ Hopkins Traffic Accident Inventory The following traffic accident inventory is based upon information _ received from the Hopkins Police Department and covers a ten month period from January through October of 1964. During this 305 day period, 305 acci- dents were recorded by the Police Department, an average of one accident per day. There were a total of 412 accidents for 1964, 133 during October, — November and December. This is 63 more accidents recorded for Hopkins in 1964 than in 1963, an increase of 18.1 percent. _ All traffic accidents so recorded involved either the collision of a motor vehicle with another object or a motor vehicle being driven off the roadway. A summary of these accidents is given in the table below. Table No. 1 SUMMARY OF HOPKINS MOTOR VEHICLE ACCIDENTS-JAN.-OCT..1964 '— Type of Property Personal Accident DamaQe Injury Fatalities Total Collision with — Other Vehicle 198 84 1 283 With Pedestrian --- 3 1 4 .� With Bicycle 1 2 --- 3 With Fixed Object 6 2 --- g .,, Ran Off Roadway 5 2 --- 7 TOTALS 210 93 2 305 22 ,� Index No. 5.7 In listing the contributing circumstances of each accident, the Police Department records reveal the following information: Contributing TABLE 2 � Circumstances Number Percent of Total Failed to yield 85 27.9 .,,, Following too closely 54 17.7 Too fast for conditions 28 9.2 Improper turn 19 6.3 Semaphore Violation 19 6.3 ` Improper passing 17 5.5 Driving under influence 15 4.9 Faulty Equipment 12 4.0 -- Speed too fast 10 3.2 Center Line Violation 8 2•b Stop sign violation 4 1.3 _ Other improper driving 34 11.1 TOTAL 305 100.0 '— As the table reveals, the two predominant causes of accidents in Hopkins were failing to yield and following to close. These two factors accounted for 45.6 percent, or almost half the total accidents. + In terms of location, a little less than half (43.9 percent) of all Hopkins accidents occurred on Excelsior Boulevard with the vast majority _ occurring at intersections. The following table shows the number of accidents at each intersection. (See also Chart No. A-10 , showing the location of all accidents within the city.) � ... Y r� i1 ,_ 23 TRAFFIC ACCIDENT INVENTORY JAN.- OCT. 1964 LEGEND INJURY ACCIDENTS PROPERTY DAMAGE FATALITIES [HOPKINS MINNESOTA -IA-10 ........... . ... . . . ... . ............................ ......... . . ..... A" I U 6 .66 TRAFFIC ACCIDENT INVENTORY JAN.- OCT. 1964 LEGEND INJURY ACCIDENTS PROPERTY DAMAGE FATALITIES [HOPKINS MINNESOTA -IA-10 ........... . ... . . . ... . ............................ ......... . . ..... � Index No. 5.7 Table No. 3 �. — HOPKINS ACCIDENTS ON EXCELSIOR BGULEVARD JAN.-OCT,, 19 64 � Excelsior Boulevard Property Personal Intersections Dama�e In.jury TOTAL � Co. Road 20 9 4 13 Harrison Ave. 3 4 7 Van Buren Ave. - 1 1 ` Jackson Ave. 1 2 3 Co. Road fi3 7 1 8 M & St. L crossing 8 2 10 - Co. Road 18 19 9 28 Park Lane 4 - 4 Fifth Ave. 6 1 7 _ Sixth Ave. 3 - 3 Seventh Ave. 1 1 2 Eighth Ave. 4 - 4 Ninth Ave. 3 1 4 � Tenth Ave, 3 - 3 Eleventh Ave. 1 - 1 Twelfth Ave. 3 - 3 � Thirteenth Ave. - • 1 1 Fourteenth Ave. 1 - 1 Sixteenth Ave. 2 1 3 Seventeenth Ave. 6 2 8 Eighteenth Ave. 3 - 3 Nineteenth Ave. 1 2* 3 Twentieth Ave. 1 - 1 Not at Intersection 10 3 13 - TOTALS 99 35 134 * Includes one fatality. .. Thus, the intersections where accidents occurred most frequently were (1) County Road 18, (2) County Road 20, and (3) the Minneapolis and St. "' Louis Railroad Crossing. It is also significant to compare the number and trequency of accidents , occuring on Excelsior Avenue with those occurring on State Highway No. 7. ^ ,� 24 � '� Index No. 5.7 ., While Excelsior Boulevard accounted for 43.9 percent of all accidents in the city, Highway 7, which carries almost twice as much tra£fic daily, accounted for 12.8 percent of the total. Looking at these figures another way, we see the frequency as shown by tfie average number of days between — accidents for Excelsior Boulevard and Highway No. 7. "' Table No. 4 FREQUENCY OF ACCIDENTS r EXCELSIOR AVE. & HIGHWAY NO. 7 Type of Accident Number Average Days Between Accidents EXCELSIOR BLVD. Property Damage 99 3 '~ Personal Injury 35 8 Total 134 2 HIGHWAY N0. 7 Property Damage 24 10 Personal In�ury 15 20 Total 39 8 Thus, we may conclude that, from a planning standpoint, traffic accidents � may be reduced by reducing the number oi intersections and controlling or limiting the access to major thoroughfares within the ctty. _ Many of the accidents cannot be related to design factors, but the following three high accident-prone intersections do have conditions whictt, through design, could be improved. � 1. Highway 18 and Excelsior Boulevard is the major intersecticn for accidents. This intersection has five streets; has the highest volume on a non-expressway street; has limited channelization; has a railroad � crossing 2nd a high volume of trucic traffic. Thus, nearly all factors which increase accident exposure are present. ,� 2. Monk Avenue and Excelsior is the second major accident location in Hopkins. Plans have been prepared by the county to upgrade this location. Currently, it is designed to require automobiles to cross at an angle due to Monk and Blake Road being out of alignment some '` 30 feet. It is in need of channelizing, light control for left turns, and aligning. .. 25 Index No, 5.7 3. Trunk Highway 7 and 5th Street has the largest volume of traffic — in Hopkins with heavy left turn movements. Plans call for this intersection to be grade separated in the future. _.. .� 26 -- Index No. 6.0 MISCELLANEOUS TRANSPORTATION FACILITIES � Since the end of World War II, the private automobile has dominated the transportation scene. Many changes have occurred since 1945 in � the field of transportation and the rise in the popularity and use of private automobiles has been the most spectacular. Other major changes include the rise in air transportation and truck usage, a decline in bus .�. and rail passenger volume, and the increasing mobility of the population. Quite often, the automobile has so dominated the transportation problem � that other modes of transportation have been neglected in the transportation planning process. In fact, it �as been stated that som�e community develop- ment plans have been prepared for automobiles, not people. This is an exaggerated statement, of course, but it does point out the great emphasis 'r currently being placed on planning for streets and parking spaces. , In most suburban communities, the planning for air, bus, rail, and other .� such tranaportation systems is not possible except to the extent necessary for relation to the local situation. The problems of air transport, mass transit, and other such modes of transportation are of a regional nature and scope and must be planned at a different level. Since such modes of transportation are generally beyond the scope of local planning, the local planning effort must be directed primarily toward the local street system, coordination with plans for metropolitan service streets, and relationships ' between the various modes of transportation. Mass transit planning, air facilities and the like have become the responsibility of the Metropolitan Planning Commission, the MeCropolitan Airports Commission, and other agencies �� with wider areas of concern. Total responsibility for the planning of miscellaneous transportation facili- , ties cannot be relegated to other agencies and units of government since all efforts must be coordinated and the planning of mass transit and other modes of transportation affect the local environment. For example, major changes in the field of mass transit would affect local street planning, land use, � and other elements of the civic environment. � .. .•� � ... 27 � r. ` Index No. 6.1 �. HOPKINS RAILROADS As in nearly every community in Minnesota, the development of railroads , has greatly influenced the land use pattern and growth of the city of Aopkins. The development of industrial uses particularly hae been shaped by the location of rail lines, yards and stations. The first railroad line through Hopkins was established in 1871 and a station was — also built about that time. Harley Hopkins, for whom the city is named, was one of the first station agents, ,,.. In those days, the development of the rail line paralleled the develop- ment of the Minneapolis Threshing Comgany which manufactured farm implements for the surrounding rural community. Hopkins was then a "one industry town" whose very existence depended upon the railroad to bring in raw materials such ^ as steel and lumber, and the other supplies needed to support the growing industry. The railroad was also the only reliable method of transporting produce from the surrounding farms to more distant markets. The very creation -- of Hopkins as an urban area was primarily due to the proximity and availa- bility of rail service to the factories and farms. ` Also, the railroad of those early days was the basic means of mass transporta- tion and passenger service then accounted for a substa�tial share of the railroad's revenue. Excursion trains from Minneapolis through Hopkins carried passengers to the large and fashionable resort hotels, amusement -' parks, and other water-oriented attractions on Lake Minnetonka. Later, street car lines to Excelsior supplemented and eventually displaced railroad passenger service. Today, the city of Hopkins is served by three major railroads, the Great Northern, the Chicago, Milwaukee, St. Paul and Pacific (better known as ,_ the Milwaukee Road) and the Minneapolis and St. Louis (which became part of the Chicago-Northwestern Raiiroad in 1961). � The Great Northern's main line, built between 1879 and 1881, runs through St. Louis Park from downtown Minneapolis and serves Willmar, Spokane, and Seattle in the west. The Great Northern line in Hopkins is actually a spur which leaves the main line at Pennsylvania Avenue and West 26th Street in -- St. Louis Park, runs in a southwesterly direction under Highway 7, through northern Hopkins and stops at llth Avenue and County Road 3. The spur is used exclusively for freight. (See Chart No A1D. � Cars from the Hopkins spur may be switched at either the Cedar Lake Yard in St. Louis Park or in Minneapolis. Cedar Lake yard is used primarily for assembling grain shipments and most freight out of Hopkins is assembled '-" in the Minneapolis yard. r 28 .. RAILROADS LEGEND GRADE SEPARATION AT GRADE CROSSING RM MM [00P �K ........................ . . . . . ...... . . Index No� 6.1 In the community planning pfocess, we are primarily interested i� feducing �r e�i�itiating conflicts b�t�eh �ailroad and other la�d usage wh�l� h�l•'�f�� — �tl Cf�dkr th� bes� possible Erar�portation netwozk Eor the ttiuun�n�ty� �ttf�! ttit ��e itit�x�at is of patamdiittt concernf we aa�nd� igtid�e �hr i�tpt�� pt�b �m� tlf �he ra�lroads ahiCH have been brought aba�t by �od�rn methods _ di tra�spdrtation. The railroad+s problems are also x�lated� to a certain e�t��t, to the public interest. NesrYy all railroads today are faced with similar probl�ns. Passenger — service has declined to the point where it has been almost completely eliminated as a source of revenuet and railroads that are required to offer this sexvice must da so at a loss� Huch existing railroad equ�paent — �i� b�teme obsolt�e but h� h cost� reta�d repla�emert� Oteratian co��e have Cdptinu�d td r��e whi�e pro�it� have cantinuad to decline�. Perhaps th� �xes�e�x -problem has been in the foxm of compe��t�ap f�a� Kruck t��n�= _ gp��a�ion. Ths use of truaks a� Ch� pr��a�y means pf txap$pA��ing fre�$ht l�as msa�r ChaC ma�y i�dustrial a�d co�erc�al en�e�pr��es ax� no long�r ��peMdent o� Che availab�liCy of rail Xxanspo�t a�d A��d not be loa��e,d t►e7ct .tp raiZ tuaakag�� :t , ,. � . , . .. v , .� �. � , � — � , � . . � . � .. ? . . . : � . . , . i,,, ,, , . �.. �h� i�n��r-r�laxi.onsh�.P b�tw��n these i�texnal probl�ms oE th� ;a�.lxoa'�s ��d ��e loCs]- pl�n�ing prpcas� car� be i�.�.ustratsd by the �act �he� ��uak� — ha��.i�tg f��eight in direcC aompetitiAp wi�h the xail�pad� +wr� u�iliz�.�g ` . pu�1i� stre�ts �nd are addit�g to and compout�di�►g trafffc copg�stiot� and t�a�fi.c ha�a�ds, Thu�, the relative abili�y of the railroads �p aompete _ �q� f�eight haUli.ng has a di�Qat bea�ing upon planning fo� lo¢ql. e�x�eC capa�ity► �� lp�l�ins Ghe thzes rail li��s sp1iK the c�.ty �.��o five s�ators� xeaulK�n� "` in ;a�e fr�gwentati.pn of t►eighbprhood uni�� nd �� he ittterrupCio� of ped+��ria� and vahi�u�ar mpvsm+��X; Th� gx�atest �oped�we�tt to tra�fi� ocaur� ,i,n �kia g�ade cxossi�g3 0� �xcelsi.ox �vs�u�, Gounxy �oad 3, and — Cpur�ty koa�d 18, Th�se ma�or thoropgk�far�s a�e all b�se�Cicd by dQubl� traaksge fran all �hree 11�Qs, with txa�fic �toppa�� td del�y� r��ulCi.t'�gi xh�# prablem i.� �xpeaCed to be �edua�d to �k�� an�.�imua� l�y �he 1�p$r�d#.ng an� _ r�a�.�.g��nt of Qounty �oad �.� an� �h� �Rr� wui��.-�cve� �.�Kgx��$�� p�a�as�d �tt R�+�rtY �oad 1� and B�c�q��l.ox AvQnu�. 29 Index No. 6.1 The Hopkins freight branch of the Great Northern has three spurs which serve individual firms within the city. The Red Owl spur is the most .— heavily used and accounts for about 50 percent of Great Northern's incoming shipments. Carloads of food stuffs including canned goods, paper products, fruit, vegetables and other perishables requiring refrigeration are brought � in daily. The Lampert Lumber Co. also receives coal, lumber, and various building materials and has its own spur. A third spur is located near the Fe�el Construction Co., but is infrequently used. On the average, Great Northern brings from three to four cars daily into Hopkins. This line also operates a public team track with accommodations for 8 cars near its depot at 9th Street South and County Road 3. Carloads of goods — are brought to the public team track for firms without sidings. For example, a full carload of steel arrived recently for use in the construction of �e new City Hall. There are no LCL (less than carload) deliveries made � in Hopkins and piggy back service (goods loaded on road trailers which travel on flat cars) is available only from Minneapolis yards. The public team track averages about 4 to 5 cars per month. — Outbound cars originating from firms in Hopkins are infrequent on the Great Northern line and most cars are "dead-headed" or hauled empty to the Minneapolis yards. Of the three lines now serving Hopkins, the Great Northern brings the — smallest volume of rail traffic into the city. The Milwaukee Road enters Hopkins from the northeast on a set of double � tracks which parallel the M&St. L. to a point just west of Courty Road 18. The Milwaukee Road line then continues in a southwesterly direction across Shady Oak Lake railroad bridge to Aberdeen, Butte, Spokane, and Seattle. ` This line was constructed in 1882 and is a major hauler of freight for both Hopkins and St. Louis Park. The Bass Lake Yard in St. Louis �ark is the line's largest freight yard in the Minneapolis area and .•can accommodate — about 1800 cars on its 28 tracks. It functions as a switching, classification and transfer center for western Minneapolis and the surrounding suburbs. It also serves as a consolidation yard for all outbound industrial loading as _ a breakup point for local eastbound Twin City terminal traffic and as an operating point for all un-scheduled fr�ight. The Hopkins depot located at 141 Washington Ave. So. has a public team " track operation similar to that of Great Northern`s. It serves on the average, about one incoming car per day, including LCL's. Piggy-back loads are handled out of St. Paul. � 30 Index No. 6.1 — The Milwaukee Road serves many of the Hopkins industrial and wholesaling � firms including National Food Stores, Edco, Papec, Advanced Packaging, Super Value, Daffin, Millwork and Minneapolis Moline. It is estimated that the Milwaukee Road averages about 15 cars per day to these and other r. firms in Hopkins. The Minneapolis and St. Louis Division of the Chicago-Northwestern Railroad is the third line serving the city of Hopkins. Still known — as the M�St. L, this line also enters the city from Minneapolis through St, Louis Park and its double tracks run parallel to those of the Milwaukee Road. These tracks fork off just east of County Road 18 with one track „� going in a r.orthwesterly direction through the older residential area of the city while the other goes in a southwesterly direction past the northern shore of Shady Oak Lake. The northern branch extends west to Aberdeen while the southern branch goes to Albert Lea and Peoria. This railroad appears to be the most active of the three, bringing in about 20 cars per day to such firms as Merchant's ReFrigerating, Massey- — Ferguson, Honeywell, Red Owl, Ford Tractor and others. Various types of goods are delivered including refrigerated dairy and meat products, food stu�fs, farm implements, lumber, and raw steel. About two full carloads � per day are sent out of Hopkins and the emp�y cars are sent to Minneapolis for loading and classification. The M& St. L also opera tes a public �eam track south of the Justice Lumber Co. and also has switching facilities whereby cars may be transferred to or from the Milwaukee Road trackage. In Cerms of land use, the three rail-lines have a combined total acreage of 93 acres out of 2,520 acres or less than 3'/0 of the total land area of .-. the city. However, their importance to the community as well as their effect upon the community far outweigh the small amouAt of land taken up for this purpose. Railroad Development and Plannin� Problems While the early establishment and growth of railroads has been an asset "' to Hopkins ' commercial and industrial development, this growth has also had a detrimental effect on residential areas and traffic circulation. Rail lines which pass through a densely populated residential neighborhood — create unwanted noise, fumes, and dirt, reducing the attractiveness of the area and tending to lower property values. ,� In those days of railroad and community expansion, little or no attempt was made to integrate rail lines with streets and highways. The result has _ 31 .. Index No. 6,1 "' been a profusion of roadway and rail crossings throughout the city. Table No. � below indicates the number of grade crossings and grade separations for each rail line. Table No. 5 HOFKINS GRADE CROSSINGS AND GRADE SEPARATIONS — Railroad l4rade Crossin�s Grade Separations Great Northern 11 2 Milwaukee Road l� 1 _ M & StL 5 0 TOTAL 20 3 Considering •its overall size, Hopkins has a high proportion of railroad � crossings at grade. This problem has not been created by the railroads, but by the historical growth of motor vehicle transportation which has made much of the original street pattern obsolete. Grade crossings limit the _ capacity of the street system, present safety hazards, and create delays for both the railroads and vehicular and pedestrian traffic. Grade separation is recognized as the primary means to reduce conflicts —� between train and motor vehicle movements. Other planning efforts may include relocation of rail lines, consolidation of rail lines, reorientation of the street and land use pattern, and rescheduling of train movements so _ as not to coincide with peak hour motor vehicle movements. Many communities have made efforts to reduce the conflicts between raiZroads , and other types of land use. In most instances, it has proven easier for the other land uses to adapt to the railroads than to move raillines or propose other solutions of great expense to the railroads and the community. In the great majority of communities conflicts between railroad and other land use — elements have been reduced or eliminated by gradual change rather than immediate and often expensive solutions. These gradual changes have included, for the most part, the development of grade separations, installation of .., signals, and changes in land uses adjacent to rail trackage and removal of tracks. 32 i Index No. 6.2 "' MASS TRANSPORTATION — Metropolitan mass transportation is beyond the scope of a Comprehensive Plan for a single metropolitan community other than to note that such a service is needed and should receive cooperation. Mass transportation _ at the local level may take on many forms such as school buses, charter buses, taxis, company oc,med buses, car pools, or merchant minibus. The structure of our population, having more older persons and persons under driving license age increases the need for some fonn of travel other than — vehicles operated by the individual. The school bus, taxi and Twin City Line inter-city buses serve Hopkins but the question must be raised as to whether this service is adequate today and for the future. The history of mass transportation in the United States has been one of rapid growth and gradual decline. The period of rapid growth began with � the industrial revolution. Railroads, trolley cars, steamboats and stage coaches all grew in importance during the last hal€ of the 1800's and reached their peak about the turn of the century. Each, however, gradually gave way as new technology changed travel habits and desires. By the 1930's — the railroad and trolley cars were the only remaining forms of mass transit with few exceptions. .— The demise of rapid transit in America had its critical beginning in 1945, although a decline of passenger volume was apparent as early as 1930. The depression and World War II restrained the growth of private automobiles as _ a major mode of travel and gave the railroad and trolley lines an extended life. Following World War II, buses replaced trolley cars in most cifies and the use of automobiles began its great surge to prominance. — The trip to work and home again is responsible for the major volume of the traffic on our streets as well as for the large area necessary to park the vehicles onee they have arrived. The number of persons per automobile has _ statist�cally reduced until surveys now indicate 1.22 persons per auto. To accommodate the desire to commute by individual auto we are spending millions of dollars for street improvement designed to make it efficient, _ safe and econoroical to travel to our destinations. The structure of our communities, especially the suburban areas, is dependent upon the availability of a private auto. The residential density is low, the shopping facilities are not oriented to walk-in trade, and employment centers are scattered. — Thus, the dependence upon mass transit entirely is becoming less of a possi- bility. However, the compacting of the work day into a period of some 10 hours does provide a large mass of people desiring to travel at one time, _ which is important to the economy of mass transit. Whether we can continue to structnre our urban areas in dependance upon the auto has the Federal 33 � ... Index No. 6.2 .. government as well as many others, concerned, to the extent that special studies are being made as to various forms and designs of mass transit. The changing of land use development patterns along with improved mass transit systems appears to hold promise for the future. Here in the Twin ` Cities Metropolitan Area, the Metropolitan Planning Commission, State High- way Department, and the two central cities have a "Joint Program" currently underway. — Until the results of the Joint Program are published, there is very little that can be done at the local level of planning in the field of mass trans- portation. To malce any rapid transit system a reality in this area, the � following should be considered as basic requirements for such a system: 1. It should provide such comfortable, efficient and convenient service that people will prefer using it over their automobiles for — commuting and other trips into the central cities. 2. The system should be relatively inexpensive to build aad operate. 3. It should be financially self-supporting, and if privately owned, it should show a profit. � 4. It must be capable of being expanded at a reasonable cost as needed. S. The system must be easily integrated into the overall urban trans- portation pattern of feeder buses, freeways, and parking facilities. Whatever the final form of mass transit in this area, it is certain to have �- a direct and highly important impact upon the city of Hopkins. A workable, efficient system of rapid transit serving Hopkins will link iC even closer with the rest of the metropolitan area and could be a vital factor in the _ strength and stability of its economic development. Hopkins Bus Service y Bus service in the city of Hopkins is provided by the Twin Cities Lines, Inc., the predominant transit company in the metropolitan area. The line serving Hopkins is the Minneapolis-Glen Lake Route, numbered Route 12. This route �— was initiated in 1954 to replace the original street car line which served Hopkins and Excelsior. _ Route 12, as shown on Chart No. A_1?, originates in downtown Minneapolis at Sth Street and Hennepin Avenue, continues non-stop along Hennepin to Lake Street, then out West Lake Street and Excelsior Boulevard through Hopkins. _. 34 � Index No. 6.2 The line then extends to the Glen Lake Sanitorium. Variations of this basic route are shown in Table No. 6 below. Table No. 6 � MINNEAPOLIS-GLEN LAKE BUS ROUTES -r Route Nurnber Destination Si�n Route 12A* To Glen Lake Sanitorium Sanitorium through Hopkins -' via Excelsior Boulevard 12B To Glen Lake Glen Lake crossing via -- Excelsior Boulevard 12C To Hopkins 17th Ave. via Excelsior Boulevard 12D To Hopkins and Elmo Park Elmo Park via Excelsior -- 12E To Hopkins and Elmo Park Via Highway 7 to 12th Ave. In Hopkins, via Highway 7 _. to 17th Ave. to Excelsior Blvd. to 12th Ave. to Highway 7. -' 12F To Excelsior Slvd. & Brookside Stops at Brookside Ave. _, * Three buses per day go to Highway 101 Y �.7 35 � � Index No. 7.0 _ ar in A complete r�porC on Ch� p�rking situation (on gnd off-s�reeC) in Hopk��1� is contained in P1ann�'r,q �t�brt Nb. 2; s�bjeCtd ��V��d ��cldde; Ii:troda�tfon — Bac'.c�round Exiscing Cond�Etions 1. L�:nd Us� _ 2. PGr'.:ing �'acilities . . , . ' ' Par'.t'ng D�.:ns:�c2 16 ixisting Demand 2. EmpZoyee p�arking Demand r Peeo�n:nend�*ion3 Concerning tht Creatibn of a 2lalance Betcoeen Existing Parking DemgttdYa�d Stfpp�� i'rojected Parking Demand — Parking Prfncipals Future Parking Needs Provfsfon of Future Needs _ Provid:.ng for Immediate Needa The above infoYtnation should be updated as necessary and added to this — report. ... 36. � Index No. 8.0 Transportation Goals The transportation goals for Hopkins are contained in Planning Report — No. 4, Comprehensive Plan Report. The transportation goals and policy should be reviewed on a periodic basis and added to this report as necessary. ... i 37. Index No. 9.0 � Future Demand for Transportation Facilities The Transportation Plan for Hopkins (See Planning Report No. 4, Comprehensive Plan) should be continually evaluated in the light of changing needs and conditions. Notes concerning the future demand for transportation facilities (streets, mass transit, air, rail, and others) should be maintained herein ''" as part of this report on transportation. � r +r /ti �� r.r +� � ^ /� � 38. � Index No. 10.0 Transportation Plans Amendments, to the Transportation Plan should be noted in this section under index No. 10.0; also, specific project plans such as intereectiion improve- ments, changes in right-of-way, and the like should be filed for reference — in this section. _ 39. PART II UTILITIES 1.0 General 1.1 Introduction to Utilities Planning 1.2 Summary of Findings 2.0 Water System — 2.1 Introduction to Munacipal Water Systems 2.2 Hopkins Water System 2.3 Hopkins Water Development Frob�ems 3.0 Sanitary Sewer Systems 3.1 Introduction to Sanitary Sewer Systems — 3.2 Hopkins Sanitary Sewer System 3.3 Sanitary Sewer Development Problems 4.0 Storm Sewer Systems 4. 1 Introduction to Storm Sewer Systems _ 4.2 Hopkins Storm Sewer System 5.0 Refuse Disposal 6.0 Natural Gas Service Index Number 1.1 INTRODUCTION TO UTILITIES PLANNING � The increased demand for freeways and the growing demand for public utilities and services are both the result of rapidly increasing ubban population and expanding economy. In utilities planning, the City of Hopkins must be concerned primarily with the adequacy of its existing — sewer, water, and power facilities -and the demand for future services at the local level. However, analysis and decision making at the local level must be made in the light of the problems and potentials of the -� entire metropolitan area. Although the Comprehensive Plan does not attempt to examine fully the _ design and engineering aspects of the utilities systems, it is necessary to evaluate their quality, capacity, and availibility in relation to the established goals and objectives of the community. The planning of new land uses, streets, and community facilities are inter-related with plan- — ning for water, sewer, and power. Utilities must also be planned in relation � to each other and the timing of individual projects must be coordinated with the construction of new schools, parks, playgrounds, — streets, and highways. Thus, it becomes the important duty of the Hopkins Planning Commis:sion ' _ to recognize the increasing demand �> for public and private utiliti�s` and to integrate these demands with all other elements of the planning process. ... .. ... � .�. ... Index No. 1.2 _, SiJ1�1ARY OF FINDINGS General: � 1. The Hopkins Planning Commission, the City Council, other City officials, and all citizens should be aware of the level of public and private utilities currently available and the need -� for future services. 2. The Hopkins Planning Commission should be cognizant of all ,., utilities developments underway or contemplated on a metropol- itan basis, and their effect on Hopkins should be considered. � Water: 1. While Hopkins' existing water supply is adequate for present demands, it is not inexhaustible. New sources of water may be � required for Hopkins before the year 2000. 2. Even though three of the City's largest industrial firms pro- � vide their own water, about 45 per cent of Hopkins' water is used for industrial and co�mercial purposes. _ 3. Hopkins ' most urgent water prablems are the inability of the water system to maintain adequate levels of pressure and the inflexibility of the system that prevents the utilizing af more than one water source durfng peak and emergency periods. .. Sanitary Sewer: � 1. The sanitary sewer system is one of the oldest in the Twin City area and was designed originally to flow into Nine Mile Creek. All sanitary wastes are now diverted under pressure into the St. Louis park system, the Minneapolis system, and finally into ` the treatment plant at Pig's Eye on the P�ississippi River. 2. Approximately 75 per cent of the City is sewered and those re- — maining unsewered areas will require sanitary facilities by 1970. 3. Assuming that I�opkins is pennitted to exceed the maximum flow _ of sanitary wastes into the St. Louis Park system, the present sewer sysrem has sufficient capacity for current, normal needs. However, during periods of peak flow two of the nine lift stations become overloaded and the system does not perform with maximum '� efficiency. .. �.. � � q. The maximum of sewage allowed under the City's contract with St. Louis Park is being surpassed during periods of peak flow. 5• An agreement with the Village of Edina to divert part of the '-' sewage into the Edina system will alleviate the existing s;�tua- tion, at least temporarily. .► 6. The interceptor line being proposed for the Southwest Region of the Minneapolis-St. Paul Sewer District is the o�ly feasible long-range solution to the City's sewer problems. It is needed _ if the City is to continue to attract industry and it should be supported by Hopkins officials. Storm Sewers; 1. The City's storm sewer system is a combination of natural drain- age areas, culverts under roads and rail lines, and underground — conduit, 2. The system does not provide total drainage with the result that .. certain areas are poorly drained and subject to flooding. 3. There are two natural drainage areas serving Hopkins; Minnehaha Creek to the north and Nine Mile Creek to the south. $ 4. A new culvert to be built by the County along County Road 18 will provide drainage for those areas south of Excelsior Avenue — such as park Valley and Peaceful Valley, the County Highway '�. facilities, and the Super Valu area. ,� Refuse Disposal; - 1. The City's method of refuse disposal, sanitary landfill, is highly desirable and the new dump site is well located. � 2. The land fill operation, begun in 1964, should adequately serve the City for the next twenty years, Natural Gas : ` 1. Natural gas service to the City is adequate and can be expanded as new development occurs, � �.. .. �.. � _ __ - — -- ---- ._ _ , �. _...— - - .�.� _ , ,_ .� ..r .o. Index Number 2,1 INTRODUCTION TO MUNICIPAL WATER SYSTEMS Water is the source and substance of all life on this planet. It feeds, cleans, powers, warms, cools, carries and protects . America has been --- blessed with an abundance of lakes, rivers, streams, and rainfall to produce the food, fiber and other materials which have given us the highest standard of living in history. � As a nation we use over 300 billion gallons of water every day and at our present rate of growth the demand for water may increase to 600 billion gallons per day by 1985. This latter figure is about 85 billion r` gallons per day more than nature has the ability to provide through rain, snow, sleet, and fog. __ Unless means are devised now for conserving our water resources, and for finding new sources, the nation will be faced with a serious water short- age within the next 20 years. Government at all levels must embark on � programs which will enable our supply of water to keep pace with the demand. One example of an effort to increase our water supply is the experimental saline water plant at Webster, South Dakota. This plant purifies "brackish r waters" (underground reservoirs of water containing salt) by a process called electrodialysis which uses electric currents to separate and remove the salt. Desalting has already been successfully demonstrated on a small — scale but the cost is still too high to be practical economically. A large- scale breakthrough would make huge quantities of sea water and brackish water available, but even the most optimistic scientists predict this will take _ at least 15 years of intensive research and experimentation. Meanwhile, other research is underway which would increase our water supply by controlling evaporation, eliminating pollution, and finding new ways to " reduce industrial consumption by the recirculation of "used" water in manu- fact�ring processes and air conditioning systems. -- Even Minnesota, "The Land of 10,000 Lakes", is not without water problems. In the Twin Cities metropolitan area water is drawn from two principal sour- ces, the Mississippi River and underground water-bearing formations . The " Mississippi River provides a total capacity of one and three-quarters billion gallons per day, but even this seemingly inexhaustible supply may not be adequate for future demands. State water conservation authorities are now studying the feasibility of ultimately serving the metropolitan ` area with water piped in from Lake Superior and other large fresh water lakes in northern Minnesota. -- Minneapolis and certain of its suburbs take 60 million gallons per day from the Mississippi River, while St. Paul and its suburbs take an average of 44 million gallons per day. � . �_ _. _ ._� ... �.. r Our principal underground sources fall into two categories: (i) shallow individual residential wells with depths from 30 to 100 feet in the Pleis- tocene or glacial drift, and (2) municipal and large industrial wells with —' depths from 200 to 700 feet into the Shakopee,3ordan and Hinckley formations. Those concerned with the conservation of natural resources state that the .� underground water levels in the Twin City area are dropping every year and the area has already used up about half of its total supply. The increased use and concentration of individual wells in newly developed suburban areas � is taking water out of the ground faster than nature can replace it. It has been suggested that those suburban areas now relying on municipal wells should, where possible, use the Mississippi River as their primary source of supply and leave underground sources to those communities in which the "' use of river water would be prohibitive because of topography and distance. Other methods suggested for the conservation of the Twin Cities water supply � are the re-use of industrial water, extensive control of pollution, �he reg- ulation of the amount of water taken from underground sources, and the im- pounding of flood waters to create new sources. r While communities are concerned about the source of their water, it is also an important function of municipal governments to provide adequate distribu- tion systems which will carry the water from its source to the user as -- effectively as possible. Municipal water systems have an advant�ge over sewer systems because they are designed to operate entirely under pressure. Thus, gravity is not a factor and pipe lines can be laid in any direction _ to conform to the topography. Water lines and other utility lines generally follow Che existing street pattern while the locations of wells, pumps, treatment plants, elevated storage tanks, standpipes and ground storage res- _ ervoirs are determined primarily by engineering and topographic consideratitins. In re3.ation to general planning, municipal water systems should ideally be designed for capacities and volumes that will adequately serve the existing " growth while being capable of expanding to accommodate new growth as it occurs. Proper levels of pressure must be maintained in municipal systems at all times �o be available during periods of peak demand, for fire fighting and other .� emergencies. � ,... .4 � � Utilities Data Sheet Index Number 2.2 � HOPKINS WATER SYSTEM The Hopkins water system consists of three wells, two storage facilities, — and a complete network of 10 and 12 inch distribution mains and 4, 6, and 8 inch lateral lines serving approximately 75 per cent of the total area of the City. (See Plate No. B1) Of all the residential areas within the City, only the Belgrove section must still rely on individual wells. The undeveloped area south of 7th _ Street south has no water service and the large area between 2nd Street North and Highway 7 in the northeastern corner of the City is also undevel- oped and without water. � Under normal conditions the average water pressure which can be maintained throughout the City system is about 50 lbs. This is considerably below the ideal (between 60 and 65 lbs.) o-f pressure maintenance. The location and capacity of the City's three wells are as follows; ,.. Location Capacity(gallons per = minute) 1. 9th St. & Co. Road 3 900 2. Monk Ave. & Lake St. 1250 -' 3. Elmo Park 2500 The well on 9th Street is the oldest in the system, built in the 1930's; — the other two are more recent, being built in the early 1950's. All three wells are sunk into either the Shakopee dolomite or Jordan sandstone forma- tions at a depth of about 400 feet. Together the three wells have a total r capacity of 4,650 gallons per minute or 6,690,000 gallons per day. All the wells are equipped with plants for removal of iron, but the taater sti].1 contains considerable mineral deposits and is classified as "hard water". ` In addition to the three public wells, there are three large private wells located within the City used for induserial purpose� by Minneapolis-Moline, Red Owl Stores, and National Food Stores. � Table No. B1 below indicates the average water consumption by major indus- tries and other users located in Hopkins by the month, day and minute. It ,.,_ is estimated that 45 per cent of all water consumption in Hopkins is devoted to commercial and industrial uses and in a recent survey by the City Engfn- eer during the winter months, the average domestic or residential consumption of water per person per day was between 30 and 60 gallons. This average " would be considerably higher during the summer months due to lawn sprinkling, car washing, more showers and baths, etc. Thus, an overal� yearly average is approximately 100 gallons per person per day. Given the City's persent -- population, this would mean about 1,300,000 gallons per day for domestic use. ... r _ Table No. B1 HOPKINS WATER CONSUMPTION BY MAJOR INDUSTRIES AND OTHER USERS USER PER MONTH AVERAGE CONSUMPTION IN GALLONS (000) PER DAY PER MINUTE Minneapolis Moline * 4,000 181,818 150 _ Honeywell Ord. 1,700 77,277 107 Honeywell Res. 1,400 63,636 106 �� Red Owl * 1,500 62,500 86 Hopkins High School 800 32,363 60 Servi-Soft 500 32,727 38 _ Houghton-Vyx Syn. 1,400 63,636 106 Daffin 1,000 45,454 75 i National Food * 800 36,363 6� Powell Candy 800 36,363 60 Fabri-Tek 500 22,272 40 _ Napco 400 18,181 30 Super Valu 1,000 45,454 75 — Hopkins House 500 20,833 30 Elmo Park 600 20,000 20 20C Wash 500 16,666 23 _ Thermo-Tek 600 27,272 45 * Denotes Own Well Source: Hopkins City Engineer — Present storage facilities consist of an elevated tank located just north of County Road 3 near the site of the new City Hall, and a standpipe on 3rd Street South near Blake School. The storage tank has a maximum capacity of 500,000 _ gallons and the staadpipe can hold a million gallons. .,. Utilities Data Sheet Index No. 2.3 HOPKINS WATER DEVELOPMENT PROBLEMS The primary deficiency in the Hopkins water system is the inability of the system to maintain the proper level of water pressure. The _ average level of pressure throughout the City is about 50 lbs. with some areas having higher pressure and some lower. At certain times, the pressure in the Elmo Park area has registered as low as 20 lbs., which is wholly inadequate for even normal domestic use. The mere running of — water from a sink faucet normally requires from 10 to 15 lbs. of pressure and '20 lbs. of pressure throughout an entire neighborhood results in a near breakdown of the system. The ideal level of pressure for a city- — wide system is between 60 and 65 lbs. The basic cause of low pressure in the Hopkins system is the lack of _ proper water sCorage facilities. The two existing facilities of the storage tank and the standpipe together store a total of 1� million gallons, but do not have adequate elevation or capacity to maintain the required level of pressure. A study made by a consulting engineering firm has analyzed the Hopkins water system in depth and suggest several methods for improvement. The — report recommends that the capacity of the system be rai�ed from its present 4500 g.p.m. to 7000 g.p.m. in order to serve an expanding popu- lation and higher concentration of commercial and industrial firms which _ are expected to locate in Hopkins within the next decade. The study will also propose two new storage tanks built at higher eZeva- tions to replace the present tank, and a ground storage reser��oir to replace — the existing standpipe. The increased elevation of the tanks will increase the system pressure and the ground storage reservoir will introduce more flexibility into the system,thus providing better service during peak � — periods of use. In addition, the report will recommend new cross-transmission lines allow- _ ing each source of supply (the wells) to serve expanded areas and to aug- ment each other as necessary. These new lines will tie the entire water system together, providing flexibility, versatility, and uniform high pressure. New wells must also be added as the demand for water increases, — and the entire system must be upgraded if it is to properly serve Hopkins residents and businesses . Without an adequate water system, the City can- not grow and continue to attract new industry. Utilities Data Sheet Index Number 3.1 — INTRODUCTION TO SANITARY SEWER SYSTEMS A sanitary sewer, as distinguished from a storm sewer, is one which ,_ is designed to carry wastes originating in homes, businesses, and indus- tries throughout the City. Wastes are collected in a network of under- ground pipe or donduit , beginning with the house or building connection and continuing into the public sewer system. This public sewer system — consists of lateral sewers which �ischarge into branch or trunk sewers, which in turn discharge into the main or interceptor sewers . An inter- ceptor sewer is a sewer which receives wastes from all smaller sewers and — carries it to its ultimate destination, the sewage treatment plant. Sewer systems are designed to operate normally by the force of gravity and _ thus the system is generally laid out to coincide with the natural drain- age and topographic features of the area it is intended to serve. W�e�e sanitary systems are unable to take advantage of the downward contours of the land, lifr stations and force mains are required to pump the wastes — uphill. Lift stations are electric pumps which pump the wastes through "force mains" under pressure to a point where gravity flow can be used. — Generally all residential areas subdivided into lots of less than one acre require public sewerage. Septic tanks are usually permitted on residential lots of one or more acres, provided soil conditions are favorable and the _ water supply is adequate. The decision to locate lateral sewer lines and the timing of their place- ment are an iroportant policy making function of local government. �ro- — viding sewer service to an otherwise undeveloped section of the community will, in many cases, add value to the land and insure its eventual devel- opment. Withholding sewerage from an area will discourage almost all resi- — dential and commercial development except very low density single family homes. Thus, sanitary sewers are crucial to the overall development of the community and sewer expansion and improvement must be integrated with the _ oth�r planning functions of local government and the general plan. Utilities Data Sheet — Hopkins, Minnesota Index Number 3.2 "' HOPKINS SANITARY SEWER SYSTEM The original sanitary sewer system in Hopkins was constructed in 1916. — Together with Anoka and Shakopee this is one of the oldestsystems in the Twin City metropolitan area. By 1928, the system had been enlarged to include Excelsior Avenue from 15th Avenue to County Road 3,and llth _ Ave. No. from Minnetonka Mills Road to the treatment plant near Nine Mile Creek. In 1945 an agreement was reached with the City of Minneapolis to treat — all sewage originating in Hopkins at the Minneapolis-St. Paul Sanitary Sewer District treatment plant located in the southeast flood plain area of St. Paul near Pigs Eye Lake of the Mississippi River. The Hopkins _ sewage treatment plant on Nine Mile Creek was abandoned and the required trunk sewers, force mains, and lift stations were installed where neces- sary to reverse the gravitational flow of sewage into the Minneapolis line _ via St. Louis Park. (See Plate No. B2) . At present, an estimated 75 per cent of all the land area of the City of Hopkins is served by the existing sanitary system which consists of a network of 8 and 10 inch lateral sewers and 12, 15, and 18 inch trunk sewers. To insure adequate pressure neces- — sary to maintain the flow of wastes into the St. Louis Park sanitary system, nine lift stations as shown in Table No. B2 below are required. TABLE N0. B2 _ HOPKINS SANITARY SEWER LIFT STATIONS NAME LOCATION G.P.M. CAPACITY 1. Minnehaha Creek St. Louis Park 2000 2. llth Ave. So. llth Ave. So. & Co. Rd. 3 600 _ 3. Adams Ave. Adams Ave. No. & Co. Rd. 3 1000 4. Buchanan Ave. Buchanan Ave. & Co. Rd. 3 600 S. Monk Ave. Monk Ave. & Lake St. 100 6. Meadowbrook Meadowbrook Rd. & Goodrich St. 100 7. Peaceful Valley 7th St. So. & 6th Ave. So. 400 8. West Park 21st Ave. No. & 2n� St. No. 100 9. Drillane North Drillane Road 50 .. Under a contractual arrangement with the City of St. Louis Park, — which in turn has a contract with the City of Minneapolis, Hopkins is permitted to introduce a maximum of 1100 g.p.m. (gallons per minute) of sewage into the St. Louis Park sanitary sewer system. — However, the City Engineer has estimated that maximum flows have gone as high as 2A00 g.p.m. and that the ultimate sewage flow for Hopkins will be 2500 g.p.m. Because the capacity of the Minnehaha. _ Creek lift station is 2000 g.p.m., the Hopkins and St. Louis Park systems are usually able to handle the present maximum flows; however, the �act remains that the City of Hopkins is exceeding its contractual maximum during periods of peak flow. For use of the Minneapolis-St. Paul Sanitary District treatment plant, the City of Hopkins is charged $215.72 per million cubic feet of sew- -- age entering the St. Louis Park line, plus an additional charge of one dollar per year for each house connection, of which Hopkins now has an estimated 2,600. The cost for sanitary sewer service to Hopkins resi- _, dents is approximately $1.50 per month or $18 per year for households and there is a metered charge of 50 per cent of the water bill for large volume commercial and industrial users. � � Utilities Data Sheet _ Hopkins, Minnesota Index No. 3.3 SANITARY SEWER DE�AELOPMENT PROBLEMS ` In 1961, a report concerning the Hopkins sanitary sewer system was prepared outlining several problems relating to the existing system and the future growth of the City.l Several of these problems remain .-.. unsolved despite many improvements made to the system since that time. 1. The system has expanded over the years without an overall plan; _ large areas within the City remain unsewered and these unsewered areas have also remained generally undeveloped. 2. The majority of all unsewered areas within the City will require "- sanitary facilities by 1970. 3. Under modern design criteria, the existing sanitary sewers are � undersized and have insufficient capacity, causing full and overcapacity flow of trunk sewers in the older sections of town during periods of maximum flow. � 4. The Minnehaha Creek and llth Avenue lift stations have been overloaded during periods of maximum flow because of inade- quate pumping capacity at both stations. 5. It is estimated that an ultimate maximum sewage flow of 2500 g.p.m. can be expected for the entire City when the present — unsewered areas have been fully developed. However, this maxi- mum cannot be achieved under existing conditions because the 18 inch trunk line in St. Louis �ark will not carry the neces- .. sary maximum capacity. Solutions to these problems are being considered by City officials and others. The City of Hopkins is currently negotiating an agreement with '- the Village of Edina whereby a maxir�um of 450 g.p.m. of Hopkins sewage will be allowed to enter the Edina sanitary system which is also tied in to the Minneapolis system. While the terms of this agreement have not � yet been fully worked out, it is expected that the Hopkins sewer line at 7th Street South will be connected to the Edina trunk line located on Che eastern side of County Road 18 just beyond the Hopkins City limits. The � Peaceful Valley lift station will then be used to pump sewage into the Edina line and it will also be metered to record the actual flow. 1. — Projected Study and Report on Sanitary Sewer System, City of Hopkins; Orr-Schelen, Inc., 1961 W r.. The result of this construction will be a reduction in the volume of sewage which is now flowing into the St. Louis Park system at the Minnehaha Creek lift station. A more long-range solution to the problem of sewage collection, treatment and disposal in the Twin City area is being considered by the Minneapolis- — St. Paul Sanitary Sewer District (MSSD) . In 1963 the Minnesota State Leg- islature passed the "Ashbach Law", recognizing the need for a comprehensive plan for the collection, treatment and disposal of sewage for the entire _ area served by the MSSD. The law requires the MSSD to prepare and adopt such a plan. The plan has been prepared and includes an analysis of faci- lities which will be required by the year 2000, together with cost estimates, � construction schedules, and financing plans and formulas to equitably divide the operating and construction costs among the multitlude of towns and muni- cipalities affected. The total cost of these new facilities is presently estimated at 145 million dollars. The City df Hopkins will be directly affected by these plans because of its location in MSSD's Southwest Region. (See Plate No. B3). Basically, _ the main elements of the Southwest Region plan include construction of the following facilities before the year 2000: � 1. Interceptor sewers on the north and south sides of the Minnesota River to serve all eight communities within the Southwest Region. 2. A diversion sewer to provide relief for the present MSSD joint "' interceptor which is linked with Minneapolis. 3. A main Southwest Regional joint interceptor located outside the — Region which will collect sewage from interceptors on both sides of the Minnesota River and convey it to the sewage treatment plant at Pigs Eye Lake. r 4. An expansion of the existing treatment plant to provide a high- rate activated sludge process for secondary treatment. Constnuc- tion on this project is currently underway and the first phase is " scheduled for completion by 1966. The present plant, in operation since 1938, is designed to handle a capacity of 134 MGD (million gallons per day), the capacity will be increased in several stages — to an ultimate 400 MGD by the year 2000, By 1970, the MSSD plans for the Southwest Region call for the completion _ of the portion of the interceptor running from Plymouth Village through Hopkins and into the treatment platib. . � �� ,-k- ..�� q� ti o�--- .�r, �lf�°j� �N�� = '�, � - � -� ��,/�--" .. �� '�. Grav i P��t ��., ,� � �."F' ��r- �/� �� ee� - . � an N '� � ; � � � • � �( �`� '�" ° �. 3 �`�� `"` �" ` H,../' /r��y ,�, �� . 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' � �..� �� '� ��. � � o � , _ o. � � ,00� 1 �„ ��,� 4 0 .� �I�.; ��, o � � � �' o o _ � '' o � , o; � �, � . ,� Y �� •� I / - � .� �1�- AI. O - � O" � .� � _�3ar. _ \f.. _ I�y�� . � .. T 117 N. Y.. � S4 � j c-- `�i �." , � �� ; . ,� � _ � � '. • r � . . . ' . . — . i�6N. " 'i.-��- �-�/ 1 W�'dJ� r- �l . '� _ ;, �i i� . � �• 9� ? r '�' a5e �'/fJ� \ '� ��1 '�� /a.1� - _ ' ' 1 Z °r� r-, � .(�;�r � � . �/1� � — �� 50' & 100' CONTOURS -�'x+ DRAINAGE RIDGES �_ 10' CONTOURS �i DRAINAGE DIRECTION soo ELEVATIONS PEAT AREAS O 1/2 1 MILE N O 1000 2000 3000 4000 SO00 6000 F E ET HOPKINS AREA H O P K I N S B 3 _ DRAI NAGE PATTERN m i n n esota • page � -- In Hopkins this interceptor line will run from the northwest section of the City generally along the Great Northern Railroad right-of-way to County Road 3 and then in a southeasterly direction generally _ along the Minneapolis and St. Louis Railroed right-of-way to the western shore of Shady Oak Lake. It has been estimated that by 1980, the City of Hopkins will have approx- — :Cmately 550 new dwelling units and about 180 acres of undeveloped indus- trially zoned land will be almost fully developed. While the contract agreement with Edina will give temporary relief to over-capacity lift sta- — tions, it is obvious that new development will necessitate the addition of new sewer lines and increased capacities of present lines. In terms of long-range development of the City, the MSSD Southwest Regional Inter- _ ceptor is an absolute necessity and should be actively supported and pro- moted by Hopkins citizens. While this interceptor cannot solve all the • internal problems of the Hopkins sanitary system, it will reduce the flow through the St. Louis park system by an estimated 60 per cent, thus giving ` the needed expansion capacity for future development. By actively support- ing the Southwest Regional interceptor, this does not necessarily support the proposed plan to utilize the single treatment plant at Pigs Eye island. ... Utilities Data Sheet Index No. 4.1 INTRODUCTION TO STORM SEWER SYSTEMS — Storm sewers, as distinguished from sanitary sewers, are designed for the purpose of collecting and disposing of surface water run-off. The area served �y a storm sewer system generally follows the drainage pattern _ formed by natural topographic conditions, Thus, storm water flows by the force of gravity through smaller collector sewers into interceptor sewers and then into an outlet which may be a lake, river, creek, or other pond or drainage area containing standing water. Today most communities have separate sanitary and storm sewer facilit�es which operate independently of each other; but in earlier days many commu- — nities used combined sanitary and storm systems, As towns were developed and began to acquire the characteristics of urban communities there was a greater need and demand for all municipal services. One of the first muni- _ cipal services provided was a sanitary sewer system designed to carry house- hold and commercial wastes into nearby watercourses . These systems served a dual purpose, in some cases, by also taking a certain amount of the storm water into the system and carrying it to an outlet. In many of the early '' communities the storm water from rainfall was taken care of by either soak- ing into the ground or being carried away by street gutters and natural water courses. As communities continued to grow, the man-made improve- _ ments on the land such as housing, commercial and industrial buildings, cut- ting and filling, pavements, sidewalks, etc, broke up the natural method of eliminating storm water by changing drainage patterns and covering the r ground with impervious materials (asphalt, concrete, etc.) which did not absorb the water. Thus, it became necessary to construct underground con- veyances to carry the storm water away and to prevent large areas of stand- ing water or fiooding after periods of heavy rainfall. Today, separate systems for the elimination of wastes and surface water are much preferred over combined systems. Storm sewers, while requiring large � conduits, are not in steady or daily use. Sanitary sewers, by contrast, re- quire smaller conduits but are in constant and continual use. The most im- portant factor requiring separation of the systems is that sanitary wastes � require some foi� of biological or chemical treatment while storm water does not. Storm water contains little, if any, harmful organic materials and can thus be carried into rivers and lalces without fear of pollution. Sanitary sewer lines in most towns and cities now carry wastes to a treatment plant " which need not be located at the outfall of the storm sewer system. Thus, while sanitary systems may require many lift stations and force mains to maintain Che flow of wastes to the treatment plant, storm systems are still — free to rely on gravity and are therefore less expensive to construct and maintain, . ` � — Utilities Data Sheet Index No. 4.2 _ HOPKINS STORM SEWER SYSTEM The Hopkins storm sewer system is net a complete system of underground conveyances but is rather a combination of natural surface drainage areas, — cultrerts under streets, roads, and rail lines, and underg�ound conduit. As such, the system does not provide total coverage and there are still a areas within the City which are not adequately drained. As a consequence, -- standing waCer is formed during periods of heavy rainfall and there is some flooding of basements and overflowing on City streets. ... The existing storm sewer system (See Plate No. B4) actually drains into two natural water courses; Nine Mile Creek to the south and Minnehaha Creek to the north and east. The central business district, the older residential area south of Highway 7, the Elmo Park area and the southwest � sections of the City all drain in a southerly direction into Nine Mile Creek. The surface water which accumulates north of the Hopkins High School and in the Belgrove and Knollwood residential areas is drained in a nottherly di- — rection into Minnehaha Creek, while all areas east of County Road 18 drain into Minnehaha Creek in an easterly direction. Surface water in the West Park residential area drains in a third direction, directly west into the ._ low lying areas in the Village of Minnetonka. See Plate No. B5 for an overall presentation of existing drainage patteras. There have been several improvements in the existing system over the past + few years. Six cul.verts have been added in the southwestern section of the City to improve the water flow into Nine Mile Creek. Nine Mile Creek has been dredged to accommodate greater flows, and a 24 inch line has been inst- � alled along County Road 18. In spite of these improvements, there are still areas of the City wE�ich are _ not adequately drained after heavy rains. The central business area is still not connected underground to Nine Mile Creek and must still rely on surface runoff across County Road 3. The southern areas of the City still do not drain rapidly and the result is an accumulation of standing water r which discourages the development of this section. It is anticipated that Hennepin County will lay a large culvert along Co. — Road 18, south of Excelsior Avenue. This will enable both Hopkins and Edina to tie in with the new culvert which will provide a rapid gravita- tional flow directly into Nine Mile Creek and will provide drainage for .... those areas south of Excelsior Avenue such as Park Valley, Feaceful Valley the County Highway buildings, and the Super Value area. However, in terms of overall development, the proposed subdivision regulations will require newly developed areas to provide their own storm drainage which will tie in � with existing underground conduit where possible. 1 L HOPKINS MINNESOTA ��Y \ Utilities Data Sheet Index No. 5.0 REFUSE DISPOSAL The proper collection and disposal of solid non-soluble wastes such as garbage, rubbish, ashes, leaves, etc. , is important to the health, safety, _ and beauty of every commur_ity. Refuse collection is sometimes a private business, or a municipal service, or a combination of both. Disposal can also be either public or private, and the methods of disposal are usually incineration, open dumping, or sanitary landfill. The City of �:opkins disposes of i-efuse by the sanitary landfill method, a controlled and refined versiori of the open dump. Sanitary land fi11 has — several advantages. T_t is cle�ner, more attractive, and serves a dual purpose. Wr�_le providing space necessary fur refuse disposal, the land h��ng filled is also being reclaimed. Marshes, swamps, bogs, and other _ types of land with differ�nt soil conditions which make development prohi- bitive, are ususlly selected for sanitary fill. A layer of compacCed ref- use is laid down and then covered with a layer of clean sand or b��er inert material. This process is repeate� until the area is completely filled and ready for development. The Hopkins sanitary land fill operation is located on a 37 acre site south — of 7th Street South and west of 13th Avenue South. (See Plate No. B2). It was purchased in 1963 and opened in 1964. The former dump was located on the "F�ir Grounds" area t�hich is currently being developed as a "Central _ Park. " When the present dump site has been completely filled it will also probably be used, at least in part, for a community facility such as a com- munity wide or neighborhood park. Its present location is satisfactory for sanitary land fill purposes in that it is not located near residential devel- opment. Collection of refuse is done by both City and private haulers. The City — has two collection trucks with packer units which compact material as it is collected. At the dump site a front end loader receives all refuse and com- pacts it further, covering it with a layer of sand. Municipal collections � are made once a �aeek in residential areas and once a day in the central bus- fness district. There is no direct charge for refuse collection, which is financed out of normal city revenues. The dump is also open to Hopkins residents or businesses which haul their own refuse in addition to City + collection. No burning �s permitted at the dump site. Industrial refuse originating from firms within the City is also permitted in the land fill operation i�.� the firms are required to provide their own hauling. A survey made in 1960 showed that over ttao po�nds of refuse per person per day was being collected, fTwo to four pounds is considered normal.) An- _ other study made in July of 1963 showed that a total of 698 cubic yards of .. uncompacted refuse was being introduced from all sources each day. This is the equivalento�f 175 cubic 3ards of compacted material. From this rate of collection it has been estimated Chat �wo acres of land per year will be used up. By simple arithmetic this estimate would establish a "useful life" of the present 37 acre �ite of 18� years. HowevE.., wich improved cempacting methods and limited burn:�ng of combustible materials — such �s paper, cardboard and wood at the site by City personnel, the existing sai�itary land f�ll o�eration could be adequate for the next 20 years. Other developments in refuse disposal could also extend the life of the site. Individual garbage dispose-rs in homes �nG restaurants, mote].s, etc., grind up food wastes and int�oduc� them directly i��to the sanitary sewer — system. These home disposers are becoming increasingly populzr and are found in many neivly built homes as a standard icitchen appliance. In some cities, new subdivisions ar� beino required to provide home disposers, — thus limit�:ng the range of refuse collection to older areas, In some communitiEs; all residences are required to have home disposers, reducing collection still further by eliminating al]. garbage. While this method would eliminate or reduce the amount of refuse col- lected, it would also place a heavier burden on the sanitary sewer sys- tem which is already operacing at near peak capacity. Home disposal units will continue to increase ��ithin the City, but it is not recommended that any municipal action be taken to make them mandatory. .�.