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1954 Comprehensive Plan - Pt. I a R . �• � L � Q �ClS7" E� CITY PLA �i • HOPKINS • MINN OTA ' ZONING AND PLANNING COMMISSION • 1954 �� - - -- . w� ��'/Y >Y,�7 �r . ��. �,_ - VOLU�VIE I • Population • Economy • land Use • Housing • Thoroughfares • Parking • Public Schools • Recreation � Land Use Plan • Public Buildings s Public Works Program L A D I S L A S S 6 G O E A N D A S S O C I A T E S � CITY PLANNERS CONSULTING ENGINEERS CIPICINNATI, OHIO , — � V 0 L U M E I CITY PLAN Prepared for the ._.. : . � . ....: , :� :I�:, ZONING AND PLANNING COI�iISSION . HOPKINS, MINNESOTA 1954 � LADISLAS SDGQE & ASSOCIATFS City Planners - Consulting Engineers Cincinnati 2, Ohio. CITY OF HOPKINS _ Minnesota June, 1954 MAYOR and COUNCIL 1951-1953 1953-1955 W. Harlan Perbix . . . Mayor Joseph C. Vesely . . . Mayor Earl A. Dahlberg Joseph A. Empanger Leonard J. Milbert Dr. Philip W. Sheldon Joseph C. Vesely Lee G. Stevenson Russell H. Zakariasen Joseph M. Witmer . . . . . . Walton R. L. Tay�or, City Manager A. W. Elmquist, City Clerk ' Frank V. Iaska, City Engineerl' W. M. Sterling, Fi.nance Officer Frank N. Whitney, City Attorney ZONING AND PLAN MNG COMM ISS ION 1951-1953 1953-1955 Eval A. Johnson, Chairman M. B. Hagen, Chairman Jos. T. Anderla Jos. T. Anderla M. B. Ha,gen Eval A. Johnson 0. J. Parks 0. J. Parks Stanley Pivec W. Harlan Perbix W. Harlan Perbix, Mayor Joseph C. Vesely, Mayor Walton R. L. Taylor, City Manager Walton R. L. Taylor, City Mac�ger Frank V. Laska, City R�g�� Frank V. Laska, City Engineerl 0 lftesigned June 1, 1954• V 0 L U M E I . C I T Y P L A N Hopkins, Minnesota 1954 CONTENTS Pa�e LETTER OF TRANSMITTAL . . . . . . . . . . . . . . . INTRODUC T ION. . . . . . . . . . . . . . . . . . . . 1 , POPULAT ION. . . . . . . . . . . . . . . . . . . . . 6 ECONOI�IY . . . . . . . . . . . . . . . . . . . . . . 15 � LAND USE—HOUSING. . . . . . . . . : . . : . . . . . 23 THOROUGHFARE PLAN . . . . . . . . + . . . . . . . . 3 5 PARKINGPLAN. . . . . . . . . . s . . . . . . . . . 51 PUBLIC SCHOOLS. . . . . . . . . . . . . � . . . : . 63 RECRF�ITION PLAN . . . . . . . . . . . . . . . . . . 79 LAND USE PLAN � . . . . . . . x . . . . . . . . : . 'I PUBLIC BUILDINGS. . . . . . . � : . c : . . . . . . 105 PUBLIC WORKS PROGRAM. . . . . . . . . . . . . . . . 118 , June 21, 1954 Honorable Zoning arxi Pla,nning Commission City of Hopkins Hopkins, Minnesota. Gentlemen: We now have completed and take pleasure in submitting to your Commission our report on the City Plan - Volumes I and II - covering all the surveys, studies, maps, plans and other items called for in the 9'Program for Compre- hensive City Plan, Hopkins, Minnesota,'� under our contract of June 3, 1952• These reports represent the results of careful artd comprehensive studies over a period of nearly two years, and consist of maps, charts, plans, platting regulations, revision of the zoning ordinance and map, and a section on administration. Volume I contains the introduction and reports on surveys9 research studies and major City Plan elements, as follows: Population - Economy - Land Use-Housing � Thoroughfares - Parking Schools - Reoreation Land Use Plan (including Annexation and Layout of Undeveloped Sections) Public Buildings - Public Works Program Volume II contains the f ollowing: Platting Regulations Zoning Planning Administration The plans and recommendations advanced in the report are based on careful studies of past trends and future prospects of population growthi ect�nomic development, and other basic conditions and factors, including land use, as outlined in the Program. Among the various f eatures of the City Plan, the Land Use Plan portrays the recommended basic physical organization and land use pattern of the city, ' including the separation of residential and non-residential areas, and the allocation generally of different parts of the community to their most desir� able or appropriate uses. Other features of the City Plan - thoroughfares, parking facilities, public schools, recreational areas - contain recommend- _ ations for providing municipal facilities of various types necessary in the modern urban community. Honorable Eon�,n�-�nd Planning Commission Page 2 - 6/21/54 The Platting Regulations, the Zoning Ordinance as proposed to be revised, and the sectioii on Planning Administration, in general, are instruments by ' which the City can guide, direct, and, in some measure, control both public and private improvements and developments. Consistent enforcement of these regulations and administration of the Plan will, over the years, gradually bring into being the increasingly more desirable community envisioned by the Plan. The preparation of the Plan was greatly facilitated by the generous assist- ance and other cooperation of many persons and groups too ntunerous to mention. We wish to acknowledge our debt and express our appreciation to all of these, and especially: to the former ar�d present Mayors and members of Council; the members of the Zoning and Planning Commission; tne Superin- tenderit of Schools; the Chamber of Commerce; various County officials; various City officials, �,rticularly the City Mana�er, City Engineer, City Clerk, Assessor, and the Acting Superintendent of Police. Sincerely yours, � LAD�S,LAS SEGOE & A,SSOCIATES i� Ir � r �`C ������ �''� l.�1 � 1 �,;'`1 �r •� � - ,� 1. Ladisla,s Segoe � lt � . I N T R 0 D U C T I 0 N CONTFNTS PaRe INTRODUCTION . . . . . . . . . . . . . . . . 1 � : • . 2 History and Physical Setting . . . . . . . . . . . 2 Developt�ent of the City Plan : . . . . . . . . . . 3 : . �2 INTRODUCTION History and Physical Setting � Hopkins, Minnesota, is located in Hennepin County on the westerly fringe of the Minneapolis urban area. It adjoins the villages of St. Louis Park and Fdina which lie between it and Minneapolis proper. It was first settled in 1653, �d forty years later, i.n 1893, it was incorporated as the Village of West Minneapoli�. The territory within the original liraits of the village comprised about three square miles (sections 21, 2t� and 25, township 117, range 22). During the years since World War II, successive annexations, mainZy to the north and west, have enlarged this ar.ea by nearlq one-third. The present population is about 10,000, as against less than 8,000 in 1950 and about k,000 in 19/�0. In 192�, the name of the village was changed to Hopkins - after Harley H. Hopkins (182t�-1882), who was among the first to homestead in the area and who was an earl,y '" postmaster. At a special election in 1947, the voters adopted a city charter, and on January 1, 194g, the village became a city of the fourth class, governed by the provisions of the cha,rter. Geographically, Hopkins is situated on the western edge of a flat outwash plain well suited to truck farming. The city is famed for the abundance of its raspberry crop. Among its commercial and manufacturing concerns are: Minneapolis-Moline, Superior Separator Company, and Massey Harris - producers of farm machinery; National Tea, Red Owl and Winston and Newell - food chain concerns; Powellts, Inc., manufact- urer of candi.es;l�ig�t� Vgx.�gyn, rul�ber tile aa�utse�tt�rer! and others. Bla,ke School, a private elementary arrl preparatory school for boys, founded in 1907, is situated on a 40-acre tract in the easterly part of the city. A private country club is located in the northerlq part of tha city, and a public golf course � adjoins the city to the east. .3 � State Trunk Highway 7 traverses Hopkins while Highway 100 is to the east, and T. H. 212 to the southeast. The city is served by two main line railroads - the _ Chicago, Milwaukee, St. Pa,ul & Pacific and the Minneapolis and St. Lfluis. Also, by branch lines of the M. & St. L. and the Great Northern, the latter connecting with its main line which passes the city to the north. Near Hopkins are wooded knolls and tamarack swamps� with the arable lands in farms. Famous Lake Minnetonka - which� although only L2 miles long, has 250 miles of scalloped, wooded shore line- is located nearby. The general character of the country is exceptionally attractive - studded as it is by lakes for which the Minne- apolis region is famous. Development of the City Pla,n _ Early in 1952, tha Hopkins City Council and the Chamber of Commerce, concerned by traff ic congestion and the growing need for parking spaces, decided to seek solutions therefor - problems which are common to most cities, la,rge and small. Investigation on the part of the Council and the Chamber lead to the conclusion that sound solutions of these problems require a broad approach - wherein population and economic trends and prospects would be evaluated and taken fully into account; land requirements for industry, commerce, residence and public uses would be established; and public facilities of all sorts, thoroughfares, parking areas, schools, recre- ation facilities, public buildings, would be planned - all to the end of furthering the orderly, economical, efficient and otherwise desirable development of the commun- ity in alI of its f eatures and parts and as a whole. Accordingly, it was decided to engage a planning consultant to prepare a compre- > hensive city plan - giving priority to the problems of traffic and parking. On June 3, 1952, tha City - with the financial participation of the Chamber, certain of . tha local industries, and the Board of Education - entered into a contract with the firm of Ladislas Segoe & Associates, city planning consultants Q� Cincinnati, for the preparation of a City Plan for Hopkins. 4 + Field surveys of traffic and parking were made during July of 1952; and�follow- ing these, a land use survey was conducted. Tn the fall of 1952, a preliminary re- - port on a tentative Thoroughfare Plan and tentative Parking Plan was presented. Subsequently, through the winter, investigations of various methods of financing a parking system were made, public hearings were held, but Council failed to take action before being succeeded by a new Council in mid-1953• Meanwhile, certain pro- posals of the Thoroeighfare Plan were discussed with Coun�y officials and general accord reached thereon. As another step toward carrying out the Plan, the City optioned the abandoned street-car right-of�,ray south of Excelsior Avenue.l Agree- ment was reached with the County in respect to improvements along the routa of the Trunkline Arterial proposed in the Thoroughfare Plan; some work on this, including • the construction of a bridge over Minn�haha Creek on Monk Avenue, was done; and other work on this project was programmed.2 . During the spring and summer of 1953, work was carried forward by the Consult- ant on othzr items of the City Plan. In June of that year, the Consultant met with the ineoming and outgoing Councils, to again explain and discuss the principal features of the Thoroughfare and Parking Pla,ns, as well as proposal for a new City Hall. Meanwhile, steps were being taken toward closing certain streets in the east- erly part of the city for the purpose oP consolidating sites naeded for Zarge-scale co�ercial-warehousing developments, in an area eminently suitable for such devel- opment and so proposed under the tentative Land Use Plan prepared by the Consultant. Other ehanges occuxring or effected while work on the City Plan was in progress 1The street-car overpass of the railroads was dismantled at about this time. 2Hearing was conducted by the Railroad Commission on the closing of the Excelsior Avenue grade crossing of the Mi].waukee and M. & St. L. railroads and the substi- tution of a grade separated connection near Monk Avenue - plannad by the County and in accord with tha Thoroughfare Plan, wherein this improvement would tie into the Trunkline Arterial and permit tha re-routing of County Road No. 3. In June, 195�, the Railroad Commission approved this plan. 5 included the acquisition, after litigation, by the City of the County Fair Grounds; the sale of the County Home to Minneapolis-Honeywell to be used as a research center; and the campletion of the Massey Harris plant and the Winston and Newell foai chain headquarters. Also during this perial, the Hopkins School District was enlarged b�r the inclusion of the Burwell District; and in December of 1953 the Oak Knoll Dist- rict was taken in as well Construction of the Alice Smith School was completed, the Harley Hopkins School enlarged, and the new high school was scheduled for con- structiotl during 1954. In the fall of 1953, th� Chamber of Commerce took the initiative toward pro- viding the proposed off-street parking system. It raised sufficient funds for acquirang two of four parking lots - one of these the same as recommended by the Parking Plan, the other across the street f rom another recommended by this Plan. These two sites now are being cleared, and their improvement - surfacing, lighting and landscaping - has been assured by a pledge of on-street meter revenues. Mean- " while, reports on various functional elements of the City Plan were being furnished the City in draft forn� for re6iew.l The work on the City Pla,n was continued and carried to completion during the spring of 1951+. 1Production of the School Plan was held up to permit taking account of the in- clusion of the Oak Knoll District in the Hopkins District. U - P 0 P U L A T I 0 N CONTIIJTS ' p, a�e POP[JLATION . . . . . . . . . . . . . . . . . . . . 7 I Population Growth and Distribution , . . . . . 7 Population Prospects . . . . . . . . . . . . . 10 Estimated Future Distribution of P�pulatian. . 11 � Family Size+ , . � . . . � . . . . . . . . . . 12 Age Composition. . . . . . . . . . . . . . . . 13 Table Growth of Western Suburbs of Minneapolis . . . . . 8 ibit s Followin� Pa�e Map - Population Distribution - 1952 . . . . . . g Chart - Population Grawth Projections. . . . . . . 10 Map - Population Forecasts by Sections . . . . . 11 Chart - Population Age Composition . . . . . . . . 13 r � - - - - - --- -- - - - -- - - - 7 . POPtJLATION Stuciies of the population prospects of a community are essesti.al in order to estimate how much land will be needed for all necessary or desirable uses and activities; to gsuge probable future requirements with respect to public Pacili- ties and services of all sorts - streets, sewers, water supply, schools, parks; and to sexwe as a guide in determining the appropriate location and size of busi- nees and industrial districts. Estimates of prospective growth and other changes - with respect to numbers, distribution and age composition of the population of the community - are essential: (1) to avoid prematurely opening up land for urban develo�nent and the excessive cost of public facilities and services this would _ entail; (2) to ensure, within practicable limits, that pubLic facilities within different sections of the community, such as schools and recreation areas, will be i.n scale with future requirements; and (3) to preclude mislocating or over- extending business or induatrial zones. Obviously, the purpose of all facilities in the community, public and private, is to serve the needs or desires of the people of the community. It follows, then� th�t preparation of a sound community plan requires studies of the growth and eharacteristics of the present population of the city, past and current popu- . lation trends, and estimates of the numbers, distribution, composition and char- acteristics of the prospective population several years hence. Population Growth and Distribution Hopkins is unique among the suburban communities of Minneapolis. These are . mainl,p dormitory towns, with trade and industrial activiti,es pla,ying subordinate roles to the primary function of providing homes and community facilities essential for living. Hopkins not only has a central business district very muoh larger than its population would indicate, but is the home of several large industrial p��s and heavy commercial establishments which, in addition to employ- ci - ing a substantial proportion of Hopkins residents, employ possibly a greater number of non-residents. Hopkins grawth was quite slow until World War II. In 1930, its population was 3,g34; ten years later (when Hopkins still was a village) it was 4,100 (an increase of less than 7�)• By 1950, there were 7�595 residents in the city - the population inerease during the decade 1940-1950 being 6� per cent. At present (1953)� there are almost 10,000 residents, the substantial growth since 1950 being due in part to some annexation but in greater measure to extensive building developnents within the city. Other i.ncorporated places in the westerly part of the metropolitan area, and the unincorporated atea around Hopkins likewise experienced notable growth in . reCent years; as revealed by the following table� which also shows the growth in Minneapolis gnd Heiulepin County, for comparison. Growth of Western Suburps o#' Mirinea,polis ' (Compared with Minneapolis and Hennepin County) Populat�.on . Approx: � Growth 1930 1940 1950 1930-40 1944-50 Edina 3,13g 5,g55 9,744 86 67 Golden Valley 1,326 2,olr.8 5,551 55 170 Hopkins 3,g34 4,100 7,595 7 g5 St. Louis Park 4,710 7,737 22,6�.4 bl� 192 Minnetonka Township 4.601 6.466 11.89b l�0 86 17,609 26,206 57,43� 49 119 Minneapolis 464,356 492,370 521,718 6 6 Hennepin County 517,765 5bg,g99 67b,579 10 19 Hennepin County (Outside Minneapolis) 53,429 76,529 154,g61 43 102 The present resident population of Hopkins is distributed in various sections of the city as shown on the map "Population Distribution - 1952." Each dot on this map represents 10 persons. The population of any given area in the city can readily be determined from this map by a simple count of the dots. The absence of dots, of course, indicates areas not in residential use - either vacant or occu- pied by other land uses. The spacing of the dots - their closeness or openness - � y — _ --i_- ti f ` I f�_ �,— • �I � / • • • �• •• • I � �.. � � : � : � � � . � .- , � . : . � : �-_ � � .-:1 ,,�- . . : .: ... :.� : . . : . �: � . � . � . : . . . . :: . � � . . : : . : . : . � � . . . . . . . � . . . . . . . . . �-�� : : : : : : : : : : � .�. . . . . . . - � : : . . . : : : : : . : ::: . : . : : : : : : : : : . . . . :�� � � � . . . . . . . . . . .;: � � : : : : . ::: . . . . ... : _-� - . . . . . . . . . . . . . . . . . . . . . . . . . ;_-- . . -�- : : : : : : : : : :: :: �-i: � � : : : : � � :i� : : �. :� � ��, � � �� : �� : . . . . : . . . . :!-�� . . . ---- :: :: � � : � . . . . . . . . . � : :. : : .. �� . � .� , : : : = : : : : : : � . : : : � : � : � : : : . . . � . � � : : : : : . . � . ..: �-� , _. I- � � .. i ONE DOT EQUALS TEN PERSONS 20MIMG nYD PIAXNING COMMISSION " NOPKIYS � MINNFSOTI p 0 P U L A T I 0 N D I S T R I a U T I 0 N - I 9 5 2 � . . � L1DISl.15 SEGO[ nxD '.ISSOCIIIFS c o x 5 u L 1 n x*s L�N L I N N n T i 0 N�„O C 0 M P R E N E M S I V E C 1 T Y P L 1 N • H 0 P K I N 5 M I N N E 5 0 7 A 9 indicates the density� i.e., number of persons by any given unit of area, such as ' an acre. Overall, the population density is about f our persons per gross acre (about _ 2,600 per square mile) - varyi.ng from about two persons per gross acre in lightly developed parts to 18 or so i.n the built-up older sections. Taking the net area of land in use for residence, the average density is found to be nearly 15 persons or about 3.8 families per net acre. Over two-fifths of the total popu].ation resides in the section west of 5th Avenue, between Excelsior and Highway 7• In the six other sections of the city, as delineated on the map entitled "Population Forecasts�"lthe present popula,tion ranges from about 700 (east of the Great Northern and north of Excelsior Avenue) to about 1,300 (east of Washington and south of Excelsior Avenue) . In most - sections of the city, there is room for growth. Even in the section west of 5th Avenue, wh�c h now contains more people than any other section, there i.s room for eonsiderable residential expansion. However, in the section between Excelsior Avenue and 2nd Street, South, business expansion and non-residential development of other kinds may lead to a decrease in population here� unless conversions to multi-family use are made, some apartments constructed� or business and residential combinations built� Within the present corporation, vacant land now zoned resi- dentially aggregates over 650 acres, it was revealed by the land use survey, about half of which acreage is platted. Some of the platted undeveloped land and most of the unplatted land lies in the southerly part of the city; it is low-lying and unlikely to prove suitable for residential development. Actually, only about half of the vacant "residential" acreage may be considered developable. Taking this � into account and recognizing prevalent densities f`rom section to section of the city, the holding capacity within the corporation limits is estimated as between a . minimum of about 12,500 and a probable ma�cimum of nearly 15,000 peraons. 1Following �ge 11. ia Population Prospects In estimating the future population of Hopki.ns, the relationships between the growth characteristics of the city and those of larger units of which it is a � part were studied and projected. This was done by working down from trends and projections for the State, the State urban population, the County, and the County urban population. Separate investigations were ma,de of trends and prospects in the westerly pa,rt of the Minneapolis urban area. Certain of the growth project- ions arrived at are portrayed in the chart "Popula,tion Growth Projections." The estimated population potential of Hopkins within 20 - 25 years is 25,000 or so. However, as brought out abova, land within the present corporate limits suitable for residence purposes, if adequately equipped with streats, sanitary sewers, and other facilities, will accommodate only an estimated 12,500 to 15,000 � people. Further growth will occur outside the corporation lines, even as these may be extended so as to bring into the city those areas requiring urban services � and otherwise so situated and of such quality, actually or potentially, as to justT ify their annexation. Territory to the west and southwest (and a sma,ll area to the northeast) which may be subject to annexation, as brought out in the dis� cussion of Annexation in the section on "Land Use Plans" aggregates slightly over three square miles which would hold again as many people as can be accommodated within the present city. In arriving at this figure, it was recognized that some of the areas to be annexed should be reserved for non-residential develo�unent. Thus, the ultimate population within the indicated future city limits probably will range between 25,000 and 30,000. Population estimates are difficult to make, especially for smaller places where � the establishment of one or two new industries of any size, for example, can drasticalJ,y alter the population picture. Of interest in this connection is inform- - ation €�sined from questionnaires circularized among 3,500 �nployes of the four largest commercial and industrial establishments in thz city. Expanding the 60 per • • � • • . • • : • ■���l�l�����_".�:�■ . ��'��___ ���■ _- r /� . ��� . �����������.��� • ���������.i/���� � �����������:���� - ����//������'�"!� � � �������������� = . �i���r�������� ' ���������/���� � . . . . � . i , ,' ����/ ��������� - ��������//������ ��������������� ���I���i������� � ��%��� ������� . ����� ������� ��������������� _ , . . � ' � � _ � �, , � . . . � . . . �. . , . . . • . ' , . � ; • . � . - �������/������� - ��__�-�_��_��� . _____-�______� _____'/________ ---_-_----_--_ • �--.� � � �� � � � . ' �iii�� ■i����� � � : , , ���� i�■ 1L - cent sample of returns, indications are that non-resident families desirous of livin� in Hopkins aggregate nearly 2,000 persons. Since this survey, other estab� , lishments have located within the city - thus enlarging this potential. In the light of the foregoing, and in consideration of the overall growth potential of the Minneapolis urban area and the holding capacity of the Hopkins urban service area the above forecasts appear to be reasonable - at least at working f igures of sufficient probability to be used as a guide in preparing the City Plan. Estimated Future Distribution of Population As mentioned previously, any sound plan of physical facilities must be predi- cated on careful estimates of not only the prospective population of the city but also its distribution in the community and its characteristics. The present and -. prospective population by sections of the city ara portrayed in the map: '�Popu� lation Forecasts by Sections.�� This shdws, by lengths of bars, the 1952 population and that anticipated by 1975 within each of seve� sections of the city� The greatest growth numerically can be accommod3ted in the section west of 5th Avenue, between Excelsior and Highway 7� wut�re vacant land is sufficient in the aggregate to hold 1,000 to 1,500 or so additional persons, ma,ki.ng the total here 5,000 to 5,5�• Next in growth potential is the section east of the Great Northern, where 800 to 1,000 or more persons can be accommodated, over those now living here, or a total of 1,500 to 1,750. The section east of Washington, south of ESccelsior, can hold an additional 500 to 700 parsons, making the total between 1,�00 and 2,000 persons. " Both the �ection between 5th Avenue and the Great Northern, and that south of 2nd Street, South, have about the same growth potential - k00 or so to over 600 , persons. The fonner of these would, however, hold the greater total - 1,250 to 1,500 as against 850 to 1,000 for the latter. � � �---`r. . :`! , ;+;1 v::'i i t �� —e ��. ,� y . _, �, %� �� ;; � J I ' , � � � � ... . . .. .. ... _ .. .. :� „«: ...:.—' —.�... �_�.�<._.�_.�.. � ,. :i — r . . _.... . �•; . . LL:', . - ,' . .• .,.>� - . . .: , . <:- .� .,...i:P� _>.._..,_ "' � � . , � / , �� \ �__.__ �� ? F 'i �%� : :.i i` , • •.•.: � ... � '-� � . -�: i I :i" .t�.. .• . . . .. ... . .., ., •. . ... : :.. I . ,_,�.t . . �� ... �I — - �/ ..•. . _ .• �.. . _ — .: ., . . _ :. ..v_. � ,.. . . .. o. . _—— . _._. _ �i.:... .,, _ .... � . .. . —� i \� � .., � � � �� _�_ ._, _ .. _ .__ ,��� _.� . � � _ ,.� _ � . �.._ , r'� `i-] 'i�� �,,. / / ,/ <��t ,�/ ,z�� }, � p��� eo� ___ — � � _ _ ' - �� s �� ,s�s��Me��o j ,�� �9 � POPULATION � FOR E C ASTS � EOYIYG •YD PLIANIMG COMMISSIOM DY � S E C T I ON S • 1952 1975 N 0 P K I M 5 � M I N Y F S 0 T 1 � Y�i _ �_f�e _ LADISL�S SEGO[ •No ISSOCIITFS t o x 5 u t*�xT S c i w t i N N a t i o M i 0 c C 0 M 1 R F N E M 5 I V E C 1 T Y P l A N • X 0 Y K I M S M I M M E 5 0 T 1. � ' In thz section north of Highway ?, vary little growth may be anticipated (less than 200 additional persons) unless more apartments are buiZt near the Highway, in , which case some 600 or more persons could be accommodated. The est�mated total here would range between 1,250 and 1,750• In the remaining section, between Excelsior and 2nfl Street, South, a net loss of 200 or so may be expected as non-residential uses replace residential buildings. However, should numerous corn�rersioaa to multi-family use occur, or a rnunber of higher-density apartments (or business-residential combinations) be eonstructed, a gain of nearly 200 in this section is a possibility. The total would range betweer. g50 and 1,250. Family Size - While the average family or household size in Hopkins is not reported in avail� able U. S. Census publications, the number of dwelling units found during the cours . af the land use survey, related to total popu2ation, indicates that the average household contains about 3•?5 persons. Althaugh this figure is not ful�y compar- able with those which are published by the U. S. Census for larger places, some indication of diff erences between Hopkins and other nearby localities can be ob- tained. The Census shows that the average in the Minneapolis-St. Paul urban area as a whole is 3.2 persons per household; in the City of Minneapolis, 3.08, in St. Louis Park, 3.t+1�. For several decades, the average size of family throughout the country has been declining. However, since World War II the trend has been reversed. Should the long-time general trend toward smaller families re-assert iLself, it is quite possi• ble that by 1975 the average fami],y (or househol.d) size in Hopkins may be down to 3•5 persons or less. In any case, it would be well to antieipate smaller families . as this has a bearing on several aspects oP the cityts future develoFxnent, the most obvious of which perhaps relates to housing. For one thing, it is not unreason- able to expect that, although the present demand is for larger houses, the de�matad 13 ' for smaller homes and apa.rtments may be relative�y greater i.n the future than in the past. Likewise, the number of fami2ies and, therefore, the need for hou�ing . may increase at a faster rate than the populat�on, and may continue to increase even though the population has ceased to grow. The effect of these trends, should they re�ur, have not been overlooked in preparing the City Plan, specifically in estimating land requirements for residential purposes. Age Composition The location, size and types of certain public facilities intended for specific age groups - sueh as elementary schools, �unior and senior high schools, play- grounds or playfields - must be in scale with the numbers in such age groups and their pattern of distribution within the community. Studies of past trends ar�d - estimates of the probable future aga composition of the population are essential in planning for such public facilities. , In Hopkins, the proportion of the population in the age group under 5 years in- creased by nearly 100 per cent between 1940 and 1950. The largest nwnber in this age group resides in the general area between 9th and the Great Northern and to the north of Highway 7. However, the highest proportion in this age group (about 50� above the average) is found in the section to the east of the Great Northern, north of F�uccelsior. The section west of Qth, between F�tcelsior and 2nd Street, North, contains the highest proportion in the 5 to 11+ years group - those of elementary and �unior high school age. City wide the proportion of the total population i.n this group is 15 per cent greater than in 19l�0. The other more important changes during the decade occurred in the age groups � 15-20 years, 35-44, 45-bt+, and 65 years and ovar. In the f irst of th•ese, there was an overall drap of nearly 35 per cent in the proportion of the total population - held by this group, due mainly to the low birth-rate during the 30�s and to some extent because this group contains some of those away at college and in the mili- tary service who are not credited to Hopkins as residents. Tha proportion in the NOI11SOdW0 � • � Jd • NOI1d1 � dOd - SNI NdOH • �0 • l� ll � Sdf10t19 • � 9t! • A9 • SN011 � 3f' 08d • aNV • SON3b1 0 I H 0 � I 1 d N N I � M I � S 1 N 1/11 Il S N 0 J • 9 N I N N V 1 d • A 1 I � d 10 S� N N I W • S N I N d 0 H . S31bI � OSStI • ONV • 30 �J3S • SVlS10dl NOISSIWWO� • 9NINNVId • aNV • 9NINOZ � 0 � I I II I �� ��IIIIIINI « 5 a�a N n T . ,•�•,•�• .•;:: II i il •�•.•.•.•.•�' •' � �•:':`.• :;:;.:� � 'b� ' S � . :�. :�, . :;: OZ � OZ - SI II IIIIIIIIIII IIII I I I II II I II III�I II II IIII II I II I II I I Ob :�:� :�' ;:; :� :�:�'�'� :� :;: tti - IZ '�� � : :�: � 09 �'� .; . :;:;:� :�: . . . . . . .... OS � b9 - S� a3�0 aN'd S9 001 M sad � � Ni . dnoa � � � v �B6t OL61 0961 0561 0� 61 0�61 � 35-44 years group increased by nearly 15 per cent; while that held by the 1�5-6�. years group declined during the decade by nearly 25 per cent; and that in the 65 years and over grflup dropped by over 15 per cent. Should the long-time trends, abova-mentioned, re-assert themselves, thz pro- portions in the diff erent age groups may be expected to change approximately as shown in the chart ��Population Age Composition." This indicates that the group under age 5, while reaching a possibla peak of about 15 per cent by the mid-50�s, may taper off to lass than 10 per cent by 1975. The group from 5 to ].k may reach its post-war peak of 18 per cent or so by about 19b5, and by 1975 may have dropped substantially; the 15 to 20 year group may be expected to reach a pQst_war maximum of about 6 per cent during the late 1960�s and then slight�y decline. The 21 to 44 y�ar groups may be expected to increase somewhat and the proportion !�5 �ears and over will prnbably increase steadil,y from the 60ts on. � In a city such as Hopkins, which is growing rapidly by natural increase, i.t�- migration and annexation, it is extremely difficult to make forecasts such as the above. Nonetheless, in the light of local trends and studies of national trends and estimates, the foregoing may be accepted as reasonable and sufficiently re- liable to serve as working estimates in the preparation of the City Plan. � 15 E C 0 N 0 M Y CONTE[�iTS Pa�e ECO�NOMY, . . . . . . . . . . . . . . . . . . . . . . lb Employment. . . . . . . . . . . . . . . . . . . 17 Occupations . . . . . . . . . . . . . . . . ].7 Incomes . . . . . . . . . . . . . . . . . . 18 Industrial and Trade Activities ; . . . . . � � 19 � Conclusions . . . . . . . . . . : . . . � . : . 19 Industrial Development. . . . . . . . . : . 20 • BuS].r1eSS F,xpansion. • • • • • • • • • • • • 2� Table Employment of Hopkins Residents - 1950. . . . . . . 22 16 ECONOMY � i � Cities differ one from another in many different ways. Phggical features, such as rivers, lakes or oceans, mountains or plains, distinguish corrununities. The convergence of important transportation routes, the natural resources of the arza, climate, and numerous other factors all play a part in lending character and shapiaig the future of a community. However, it is the economic base of a commun- ity which, while itself conditioned by location, physical characteristics and re- sources, generally is the most important single factor determining the future de- velopment of a community and the well being of its inhabitants. Inquiry into the cityfs economic �tase, the composition and characteristics of income-produci.ng activities and potentialities, as this bears on plans for future community develop�nent and improvement, is certainly fully as important a bgsic _ study as those of the growth and chaxacteristics of population and of the use of land. For the standard of living of the people in a community and their ability to finance needed or desirable community facilities are dependent in the f inal analysis on the strength or r�ealmess of the community+s econoc�y. A study of tha economy of the community, therefore, serves a two-fold purpose: first, to determ- ine the principal means of livelihood of the people of the community, with the view of discovering and pointi.ng out means of strengthening, expanding or supple- menting these activities; and, second, to help establish the proper scale or dimension of the city plan as a whole and pa,rticularly of public facilities and services of various categories in tex•ms of the community�s prospective require- ments, resources, and its ability to pay. Hogkins is a town of diversified economic activities - distinctive among the - Minneapolis suburbs which are mainly dormitory communities. The residents of Hopkins are not dependent on Minneapolis or St. Paul for employment, although a considerable number are employad in those cities. �pportunities for local employ- ment are numarous - in the extensive downtown business district and at the various �� industrial plants and wholesale food establishments. Four establishments alone (Minneapolis Moli.ne, National Tea, Red Owl and Superior Separator) employ more persons than are in the entire labor force in Hopkins, as revealed by questionnaires circularized among 3,500 employees. Almost three-fourths of the employees of these four plants (based on a 60� sample) are non-residents. �nployment While published data from which to evaluate the local economy are few, specially tabulated statistics from the U.S. Census reveal the relative importance of the diff erent occupations in which the residents of Hopkins are engaged. Like- wise, specially tabulated Census data indicate which industry groups are the princi- pal employers of Hvpkins residerits. Statistics, both on occupations and industry groups, have been assembled not only for Hopkins but for certain Minnesota cities in the same s�.�e group (E1�� Eveleth� Fairmont, Grand Rapids, Hastings, Internation- � al Falls). A table containing comparativv data (by percentages) appears on page 22� following this section. - Occupations The greatest proportion of Hopkins residents are craftsmen (persons with skilled trades), followed closely by clerical workers and, in turn, by operatives (those generally without skilled trades). Approximately one-half of those employed are engaged in these three occupations. Next most important is professional work (1 out of 9), followed closely by ma,nagers and officials (also about 1 out of 9), and followed in turn by sales workers (1 out of 11). Miscellaneous occupations account f or the rest. As to proportions enployed in each occupation, Hopkins is first among the selected cities in craftsmen and clerical workers, is second to Faixmont in sales � workers, third in professional workers behind Grand Rapids and International Falls, third in managers following Grand Rapids and Fairmont. These relationships reveal a � � � particularly favorable situation - with employment ma,inly i.n those occupations which 18 are usually the better paying ones as will be shown later in a discussion of in— comes. Of the industry groups in which residents of Hopkins are employed� manufact— uring leads (1 out of 3 of all employed persons). Hopkins is third following International Falls and Hastings among the selected cities in the proportion of residents employed in manufacturing. Trade, which accounts for the second highest proportion of the employed population of Hopkins (almost 1 out of 4), stands third among the cities, behind Fairmont and Grand Rapids. The proportion in the pro— fessional fields (not including professional employees in manufacturing) is third among the industry groups in Hopkins, and the city stands fourth among the selected �ities. Workers in the constx�tiction industry are next� then transportation and "all others.'� Again; the sitLlatidn revealed by the foregoing Pindings is quite favorable — both from the standpoint of the livelihood o� Hopkins residents and their apparent ability to �upport a program of civic improvements designecl to make the city an increasingl,y better place in which to live. Female employment in Hopkins is reasonably high, third among the cities, re— fle�.ting no doubt the numerous local employment opportunities, especially in cl.eri— cal work in the la,rger establishments. Incomes Family incomes in Hopkins (based on a 20� sample) are higher, on the average, than in the selected cities, the median of �3,661 exceeding that of International Falls (the 2nd highest city) by 11 per cent. In the $3,500 and over income group, Hopkins is 26 per cent above the next city, International Falls. In the income _ bracket of �10,000 arul over, Hopkins leads the second city, Grand Rapids� by 100 per cent. 19 Industrial and Trade Activities ` Manufacturing and wholesale and retail trade are unusually important in the econo�y of Hopkins. Establishments, especially those manufacturing farm implements and the food distributing f irms, are larger than are ordinarily f ound in cities cpn- siderably larger than Hopkins. Bearing this out is the high proportion of non- residents who are employed locally, as well as the extensive acreage in industrial use as pointed out in the section on Land Use. The industrial and commercial strength of Hopkins may be expected to foster continued population growth, and, in turn, expanded trade, service and other non-manufacturing activities. As indicated i.n the foregoing review of occupational characteristics of the resident population of Hopkins, both manufacturing and trade in Hopkins would appear to be relativel,y less developed than in the cities with which it has been _ compared. However, keeping in mind that Hopkins► establishments draw their employees in large pa,rt from residential sections both in and outside the Minneapolis metro- politan area, indications are that these economic activities are substanti.ally more � important than comparisons based vn resident population might suggest. This is borne out by compa,rison in the section on Land Use between Hopkins and the "aver- age" self-contained city� wherein land t�secl for industriaZ purposes (including rail- roads) in Hopkins is more than 25 per cent above the average, and that used for business is 50 per cent higher. Coriclttsions In addition to property now so used., various areas� not only within the city but in the environs, are eminently suitable for commercial and industrial develop- ment. Railroa,d facilities are excellent, and street and highway improvements _ recommended in the section on Thoroughfares will improve the adcessibility of these areas and thus further enhance their desirability. There seemingly is no lack of local job op�ortunities; on the contrary, the need appears to be the attracting more residents and expanding the local labor market as a further attraction to industries. �u Industrial Development ' To supplement the industries now in Hopkins, a selective program should be followed. Positive programs seeki.ng industry on a carefully selective basis, • rather than merely encouraging ir�dustry of any sort to locate in a community, are coming to be more and more the practice in forward-looking communities. In pur- suing such a program, account should be taken not only of the prospective benefits to the community, but of the possibility of Certain adverse eff ects which might out- weigh these benefits. For example, if a new factory should throw a heavy additional burden on water supp�y, sewage disposal or other community facilities, it might conceivably cost the community more than it would contribute. Business Expa,nsion Streamlining the central business district - by providing easy and attractive - access thereto arbd conveni.ent and otherwise adequate parking facilities, and by improving the appearance of this district - would do a great deal toward attract- ing additional trade. To maintain and strengthen the trade and service position of the city, no effort should be spared to improve a11 facilities essential to make doing business and obtaining services in Hopkins convenient and attractive - not only for the cityts own residents but for those in an expanding trade area. Such efforts should include: providing adequate� well paved'anci lighted streets for safe, convenient, and rapid access by automobile; providin� conveniently located off-street parking areas as well as loading and unloading zones for merchandise; irnproving the appearance of the shopping center by the control of signsf poles and wires, and by the attractive ar�ch9.�ectural. treatment of buildi.fig facades; eliminat- ing or at least minimizing by improved traffic regulations the conf licts between � vehicular and pedestri.an traffic. The expansion of e�cisting stores, the bringing into the city of new types of stores and services, wherever feasible, also would . help to stimulate business activity in Hopkins and strengthen the economic base o� the city. The city should make every effort to capture an increasingly larger zl share of the general retail trade in its present trade area, and to extend its trade area. The need for the foregoing cannot be over—emphasized in the face of competition from new shopping centers, such as "Miracle Mile," now existing, and the large re.- tail shopping centers planned southwest of Minneapolis. The making of these suggested improvements in the central business district is essential and urgent — if Hopkins is to retaiii its competitive position to say nothing about expanding its trade area. Hopkins experienced a remarkable growth in recent years in respect to indus— tr�es and wholesale food establishments: By st�nulating expansion in trade and service activities, the prosperity and economic stability of the city can be sus— tained and enhanced: Thus, Hopkins. will be better able to afford the various public improvements af�d other community facilities and services which its inhabit� ants will require or desire� � , ��. , � ► ' E Employment of Hopkins Residents - 1950 Comt�a.riso s with Ely. Eveleth. Fairmont. Grand R.�.pids, Hastin�s and Internatio�al Falls Ho�kins Ely Eveleth Fairmont Gr.Rapids Hastin�s Inttntl F�Ils Occupations (Per cent of total �nployed) ����� Craftsmen 17.3 11.9 15.5 16.8 16.3 l�.g 11�.9 C�arical lb.k 6.3 g.2 ]..2.7 11.3 11.1 11.2 ' Operatives 15•g 3g.6 3b•4 14.6 18.6 26.5 20.7 Prof essional 11.2 9.9 9.9 11.1 11.9 �.3 11�3 Managers 11.1 g.0 7.7 Z1.7 11+•3 3.1 11.0 Sales 9.1 4•9 5.7 12.6 8.? 5.4 b.3 Service 7.g 11•2 9.1 9.3 9.5 1z.5 8.7 Iaborers 5•9 7•5 5•1 4•6 5.7 8.0 13.4 Othersl 5•4 1•7 2•4 6•6 3.7 5.3 2.5 100.0 100.0 100.0 100.0 100.0 100.0 100.0 Industry Groups (Per cent of total employed) Manufacturing 34•3 4•3 13.6 21.8 lb.k 38.3 �.6.2 �rade 21�.8 16.0 15.9 28.b 26.1 1Li..5 17,8 Professional I0.0 10.0 10.7 9.0 12.2 15.2 9.0 Construction 6.9 3•3 3.3 9.4 6.6 8.1 ?.,,9 N Transportation 5•2 5•1+ 7.6 5.8 6.8 6.7 6.2 `�' Qthersl 18.8 61.02 48_92 25.1+ 31•7 17.2 1'?,9 100.0 100.0 100.0 100.0 100.0 10�.0 10000 Male & Female Fmployment (All occupations) (Per cent of total employed) Male 7�.0 g2.0 72.0 6b.0 72.0 66.0 76.0 Female 2$,0 18.0 2g.0 3�..0 28.0 3�l-.�0 21.�.0 100.0 100.0 100.0 100.0 100.0 100.0 100�0 Family Income (19/�9)(Per cent of total}3 Less than $2,50�. 21.5 42•p 41.0 38.0 39•0 38.0 28.0 $2,500. - �3,500. 23.0 33..0 26.5 22.5 23.5 22.5 25�0 �3,500, and over 52•5 23•� 29.5 34•5 35•5 36.5 41•5 �$3,500 - �9,999) �47.5) (21.5) (29.0} (32.5) �33•0) �3b.o) f4p.p) ��10,000 and over) � 5.0) ( 1.5) ( 0.5) � 2�0) ( 2.5) ( 0.5) � 1�5) Unreported .0 2.0 .0 5.0 2.0 l,�.0 �,� 100.0 100.0 100..0 100_0 100.0 100.0 100.0 Median Income �3,bb1. �2,701. $2,762. $2,963. �2,9�9. �2,9'�5. �3,300. 1 Inc I. �'not report ed�� �Mainly "mizni�gtr 3 Based on 20 per cent sample ^._._ _ . 23 L A N D U S E H 0 U S I N G CONTII3TS � LAND USE - HOUSING . .. .. . . . . . . . . . . . . . . 21+ I�azui Use Survey and Analysis . . . . . . . . . . 25 Lan�i Use Maps. . . . . . . . . . . . . . . . 25 The Present Use of iand. . . . . . . . . . . 26 Utilities. . . .� . . . . . . . . . . . . . . . . 28 Housing Conditions • ♦ •• • • ♦ • • • • • . � • • 2� Measures to Maintain and Improve Housing Conditions . . . . . . . . . . . . . 32 Hous�.ng Requi.rements .• .- . . . . .• . . . . .� . . 33 ble Percentages of Developed Areas Occupied by Ma,jor Land Uses . . . . . . . . . . . . . . . 27 it s Fo,�lowina, Paae Chart - How Hopkins Uses Its Land. . . . . . . . • . •. 26 ., 24 LAND USE - HOUSING The way that land is being developed and used is obviously important to the individual property owners and residents of a community, and to the community as a whole. Indiscriminate or inappropriate uses of land militate against a city�s well- being and a�ainst its orderly and attractive appearance. Conversely, the orderly, well-balanced use of land, �rith different types of uses appropriately located, is conducive to protection and enhancement of property values, efficient and economical provision of public facilities and services, minimizing of traffic movements, more attractive appearance, and satisfactory livi.ng conditions generally. In order to determine how the community uses its land, land use surveys and studies are necessar'y. Detailed data about existing physical canditions throughout the community must be obtai.ned and analyzed to acquire thorough lmowledge of and to diagnose the prevailing situation. The use of all �rcels of land; the use, character, size and occupancy of all buildings and structure� s�nd the open spaces ' about them; and the location and extent of all public facilities are the kind of information indispensable in the preparation of an adequate city plan. Equally essential are analyses based on such data of the distribution throughout the commur.- ity of different types of land uses, building praetices and trends, housing con- ditions, public and private open spaces, vacant parcels and sections, areas served by di.fferent kinds of utilities - to mention the more important ones. Preparatory to a land use survey to obtain and record the above information in Hopki.ns, it was necessary to modify and extend the existing base map of the cit,y at desirable scales - suitable for portraying survey data as well as recommended public improvements. The map of Hop�ins was completely re-drawn at a scale of 500 feet to the inch and extended to include the immediate environs; and further extend- ed at 800-foot scale to include a still greater area. These were carefully checked and corrected, and lithoprint reproductions on tracing cloth obtained at the same scales. 25 Special maps were prepared for particular purposes or areas or studies requir- ing greater detail or accuracy. A skeleton base map was drawn - at 500 f eet to the inch - showing corporate lunits, railroads, and principal streets. A U.S. Geolo, gical Survey map was obtained and used in connection with several studies. A set of Sanborn insurance ma,ps was purchased and used for the land use survey and in connection with other studies within the city. Aerial photographs of the city, along with acetate overlays showing street and lot lines and other information, were provided by the City. The Hennepin County Engineer furnished several sets of the 200-scale half-sectional maps (from the same originals as the above-mentioned aver- lays) for the Hopkins area which were used for correcti.ng and extending the original city base map, for the land use ma,ps, and for other purposes. The County Engineer also furnished a composite of the half-sectional maps, and large-scale road maps covering major sections of the county, Land Use Survey and Analysis � The la,nd use survey consisted of a from lot-to-lot survey covering the city, and of a more generalized survey of adjacent developed areas outside the city. Within the city, land use data were recorded on the Sanborn maps and half-sectional maps of outlying sections. The Sanborn maps were used to determine the dimensions of yards about buildi.ngs; and this information, while not plotted, was summarized. Land Use Maps The field survey data were transferred to prints of the 200-scale half-sectienal maps and, in generalized fashion, to a print of the 500-scale city map on which are shown by means of colors and symbols the information about present land uses in the community. Land uses in Hopkins were plotted by the following categories and sub-cate- gories: (1) Residence - one-family, two-family, and three or more families; (2) Business; (3) Industry and railroads; (4) Institutional and private recreational - churches, cemeteries, clubs and the like; (5) Public - schools, parks, playgrounds, 26 and other public buildings and properties. The data recorded on the Land Use Maps was of basic importance in preparing the City Plan. Among the major purposes they served are the following: 1. To acquire information about the size and use of each property; the use and �ccupancy of each building and the yard spaces about each. 2. To obtain a detailed picture of physical conditions and activities in each neighborhood or section. 3. To gain a broad, overall view of the entire city and surrounding area in terms of predominant uses and activities in their true locations and relationships. !�. To acquire an understanding of relationships between the various types of land uses and activities. 5. To ascertain the amount of land presently used for various types of activ- ities or purposes; to estimate the amount that will be required in the future and the areas and locations in the community best suited for various types of activi- ti�es and uses; and to determine the appropriate size and boundaries of the diff- erent zoning districts. 6. To establish the appropriate general location and approximate s�.ze of needed public facilities and services. 7. To gain clear insight into exista.ng conditions and relationshn�ps pre- requisite to the best practical application of sound planning principles. 8. To form the basis of all the interrela,ted information and studies leading up to the Land Use Plan, described in the section of that name. The Present Use of Land The corporate area of Hopkins is about 2,425 acres (approximately 3.6 square miles). Nearly two-thirds of the area is d eveloped - nearly two-fifths of this residentially. The proportions of the total area of the city and of its total developed area in the various types of uses are shown in the accompanying chart "How Hopkins Uses Its Zand.rr • PROPORTION • OF • TOTA L • LAND • IN • DIFFE RENT • USES • . . _ . , , , . , . . . , . . , . . . , , , . . . � � • ' �• � •� • RESIDEN CE . . � . • . • � • . •• 25% ' � • • . • . . . � . . . � • . � . . •. • • . . . . . . . � • � . � . • . . • . . . . . . . . . • • • • • V A C A N T • • • • • • • • • . . . . . • . . . . . , � � •��. . � � . � . � . 37 °/ • . . • , � . • • . • . � . . . . • . � . . . . � . , ' . —BUSIN ESS , . ' • , 3% � , , . . . • � � . • �'��� � —I N D U S T R Y . � • . M' a RAlLROADS . . , . . . � • , 8% • ' . . . ' • . , . . . � . . ' • . ' — INSTITUTIONAL 8� PUB l I C � � ' ' PRIVATE RECREATION . � 20% � 7% RESIDENTIAI 39% 4% BUSIN ESS 14% INDUSTRY 8� RAlLROADS � � 210�o PUBLI C 8� INSTITUTIONAL I ( 22 % STREETS a AIIEYS 5% 10% 15% 20% 25% 30% 35% • PERCENT • DEVEIOPED • LAN D • 6Y • USE • HOW • HOPKINS • USES • ITS • LAND 27 Of the total area of the city, over one-third is undeveloped. Of �he developed area of the city, the largest part, 25 per cent of the total city area, is occupi�d, as would be expected, by residential uses; and the second largest, over I1+ per cent, by streets and alleys. Industrial and railroad property account for over $.S per cent of the t�tal city area. Acreage in institutional and private recreation aggregates nearly 7.5 per cent; and school properties, parks and playgrounds accou�t for nearly six per cent of the total. Land used for business makes up the balance - about 2.5 per cent. Of the vacant land, the largest proportion (�ust over one-half) is in tha low- lying section south of the f�ili�aukee Railroad, and the next largest in the section e�st .of the Great Northern and north of Excelsior Avenue (nearly 25� of the tota� undeveloped area). Somewhat over half of tha vacant land is platted. �'he dity, as is explained in the section on Population, could apparent]tiy accommod.ate within the present corporate limits up to one-half again as many people as at present, while allowing sufficient land for all other necessary or desirable uses - and in spite " of considerable undevelopable terrain. The proportions of the city+s developed area (total city area less all vacant land) in various uses are more reliable indices of land use relationships than the proportions based on its total area. The former are shown, by major land use cate- gories, in the table below for Hopkins, aryd, for purposes of comparison, for the "average self-contained city.'�1 Percenta�es of Developed Areas Occupied bv Maior Land Uses "Average Self- Ho kins c ontained C itv" Residential 39.3 37•9 Commercial 3•9 2.6 Industrial & Railroads 13•7 10.9 ' Pa�k� & Playgrounds 2.0 5.1 Public & Institutional 18.82 11.2 Streets & Alleys 22.3 32.3 100.0 100.0 lAverage of 17 self-contained cities under 50,000 population. Even though Hopkins is a satellite city in the Minneapolis-St. Paul metropolitan arza, its make-up, as brought out in the section on Econo�y, is that of a self-contained city - and comparisors are made aceord��y. 2Including Blake School and the Country Club. 28 As may be seen, on],y in respect to land used for res�.dence is the proportion of the developed area in Hopkins similar to that in the other cities. The substarr- tial differences in the other 3.and use categories are revealing and significant. ' The substantial�y higher proportion in business uses in Hopkins is due in part, no doubt, to the large trade area which supports a considerably more exten- sive central business district than would the population of the city alone.l The higher proportion of industrial and railroad property is readily understandable - there being several railroads, including branch lines� and the very extensive industrial developments within the city. The deficiency in Hopkins of �ecreational uses is evident from the table - with only two-fifths as much area devoted to parks and playgrounds as in the "average'� city. The considerable acreage in B1ake School and the Country Club distorts the '�public and institutional" figure. The fact that the area in streets is substantiall,y less than in the "average - city�' can be explained by the extensive non-residential tracts in Hopkins which have few streets. In the central �.rt of the city the proportion in streets and alleys is over 30 per cent. Utilities The land use and development potentialities of various areas in the community are conditioned by the availability of utilities of various kinds - water, sanitary and storm sewers, electricity, and gas. The presant service areas of these, and problems attendant upon their extension, were determin�l, and investigated. In general, there should be little difficulty in extending such utilities as electricity and gas, likewise, telephone, wherever there wil7. be sufficient cus� tomers to justify such extensions. Obviously, however, it will be more prof itable lAnswers to quzstionnaires circularized among the employees of the four larger industrial and wholesale food establishments in Hopkins revealed that 20 per cent of the non-resident employees (who aggregate about three quarters �f all employees of these concerns) shop in Hopki.ns regular2y; and another 50 per cent shop in Hopkins occasionally. 29 to the public utilities which furnish power, heating or communication services, � and in the end should be more economical to tha users, when community growth and expansion are orderly so that services can be extended efficiently and economically. � One of the important objactives of the City Plan is to further such growth and development. At present� less than half the area of Hopkins is served by the public water system, and somewhat less than this by the sanitary sewer system. Apparently, no serious difficulties should be encountered in expanding the water system, except for gaining supplementary sources of supp�y, and for providing additional storage. With respect to sewerage, however, the situation is more complex. Besides the ex� tension of ma,ins in the sanitary system, additional lift stations may be necessary. To keep pumping to a practicable minimiun, sma11-lot developments, where connact- � ions with the sanitary sewer system will be essential, should be permitted anly in those areas - both within and outside the city - where topography and other con- _ ditions are such that sewer extensions can be provided without undue difficulty� Extensions of the sanitary sewer system in certain dev�loped or developir_g areas are underway or cont,mplated. If the very considerable areas now unsewered are to be opened for residential and other development, it is esseritial thst thes� be provided with adequate storm sewers, �nd that a program of orderly� gradual sanitary sewer extensions be formulated and carried out. Desirably, no residPnti31 construction, except on vaiy large lots� should be permitted unless sanitary seti�Ter connections can be made. Housing Conditions � As a rule, the greatest amount of land in the city is devoted to residential. ' use. It is appropriate, therefore, to give consideration in any study of land use to housing conditions and requiremants. To determina the characteristics of housing in Hopkins, comparisons were made, on the basis of 1950 Census data, with the six cities selected for comparison in ( 30 the section of the City Plan on the Economy - namely, Ely, Eveleth, Fairmont, Grand Rapids, Hastings and International Falls. In addition, comparisons by certain indices were made with the neighboring communities of Edina and St. Louis Park. ' In general, housing conditions in Hopkins are well above average - in fact, exceptionally good. Over 77 per cent of the occupied dwelling units are owner- occupied - as against �ust under 70 per cent in Grand Rapids, the city in second place in this respect among the six selected for comparison. Most dwellings are sii�gleif�mily detached (nearly 2 out of 3) - but Hopkins is sixth amon� the seven cities in the proportion of this type of dwelling� Double units� other than the one-family semi-detached (twin) dwellings, are the next most preiralent type (1 out of 6). These �'twins," incidentally, account for a higher percentage of dwelling units in Hopkins than i.n the other cities. The most common dwelling unit in Hopins (1 in 3) c�ntains four rooms, and Hopkins leads the other cities in this size unit. Next is the f ive-room unit (1 in - /�), in which Hopkins stands second. The next most prevalent unit contains six rooms. Together, these units account for nearly three-fourths of all dwelling units in the city. Hopkins has an insignificant number of units classed as dilapidated (less than l�). Of the "standard" units, over four out of five have a full compleraent of sa.n.�- tary facilities - private toilat, bath, hot running water - as against 3ust over three out of four in the city in second place in this regard. Of the renter-occu-- pied units, the proportion so equipped is lower (2 out of 3) but virtually as ha.gh as the city in first plica in this respact among those selected for comparison. Nearly one out of two dwelling units in Hopkins was built since 19t�0 (1 of 3 since 19k5), whereas one out of three was built prior to 19z0. Hopkins is far ahead of the other cities in respect to the relative amount of new housing. Due to the 31 large proportion of modern dwelling units in Hopkins, the city stands first in units equipped with a piped supply of hot and cold running water (almost 90�), first alsp in units containing flush toilets (over 90%) for exclusive, rather than shared, use, and second in installed bathtubs or showers for exclusive use (over 75� of the units). Dwelling units in Hopkins are occupied mainly by two, three or four persons (about 25% of each number). Three and four person occupancy is more prevalent in Hopkins than in the other cities, and two-person occupancy is considerably lower (fourth among the cities). The median number of persons in all units in Hopkins is 3•3 (higher than in the other cities}; the ntmiber in owner-occupied units is 3•4 (the same as three of the other cities and higher than the remaining three); and the median number in rentei'Loccupied units is 2.8 (fourth among the cities). In respect to occupancy per room in Hopkins� dwellings, nearly 90 per cent of ' the dwelling units have less than one person per room. However, in three of the other cities the proportion of dwelling units of such light occupancy is higher. . Hopkins is fourth also in regard to the proportion of more intensively occupied dwelling units (both 1 to 1.5 persons per room, arx� over l.� persons per room - the latter gea�erally considered as overcrowded). From the standpoint of value of owner-occupied single-family units, Hopkins is highest among the seven cities - with nearly one out of five dwellings valued at �15,000 or more, and nearly two out of five valued at between �10,000 and $15,000, Nearly 80 per cent of the dwellings are valued at more than �7,500, and the median value of all units is �14,590, about 18 per cent above the second highest among the seven cities and nearly 60 per cent above the thixd.l lIn Edina, the median value is �19,783, nearly twice that in Hopkins; and in St. Louis Park it is �10,901, just slightly higher than in Hopkins. �2 Rents,� likewise, are higher in Hopkins than in all but one of the other six cities — with a median of �4.9•31 per month as against �53•64 in the city with the highest rents. However, Hopkins has tha highest proportion of units renting at " �75 or more per month (over 30 per cent as against about 12 per cent for the next two cities).� The foregoing portrays a rather favorable picture as regards the qua.lity of housing in Hopkins. Only in point of relative smallness of units (based on number of rooras) and a tendency toward overcrowding does Hopkins fail to measure up fully to other communities. Even so, the situation is by no means serious but it does explain an apparent current market for larger unitst Measures to Maintain and Improve Housing Conditions _ With very little housing that can be termed subst�ndard and no areas of any size which can be classed as blighted, no such drastic operations as slum clearance and redevelopment are called for in Hopkins. Only conservation and rehabilitation measures are needed. In developed residential sections that are satisfactorv, protection and other conservation measures should be adequate, this including continuous and consistent application of zoning and building reguiations, along with proper maintenance of existing public facilities, such as schools, parks and playgrounds. However, in certain of these areas, environmental improvements will also be needed, these in— cluding new or modernized schools, parks and playgrounds; also street improvements in some cases. �Gross monthly rent, including utilities whether furnished or paid for by the ranter, but not including furniture in furnished units. _ 2In Edina, the median gross rent is �57.11, and in St. Loui.z Park, �79.13 — both substantially higher than in Hopkins. 33 In the undeveloped or li�htl_v_develo,,,}�ed areas,besides the provision of pave- - ments and utilities (where these are lacking and the lot sizes are such that util� ities are essenti.al), environmental improvements generally will be most important, , combined with the protection to be gained from zoning and the application of the building and sanitary laws. In areas tendin� toward deterioration, the downward trend should be arrested and if possible revarsed by the elimination of ob�ectionable non-residential uses and of structures which are deteriorated beyond repair, and by the rehabilitation of remaining individual structures, plus improvement in public facilities and s�rvices where heeded. Strict enforcement of zoning regulations, building and sani- tary laws, is an essential par't and one of the first steps in such reha.bilitation operation. - Housing Requirements The conservative forecast of the 1975 population within the present city limits � �,500 or so, as estimated in the section on Population - represents more than a 25 per cent increase over the present. The more optimistic forecast of nearly 15,000 would amount to almost a 50 per cent increase. On this basis, as much as 25 to 50 per cent more land than is now used for residential purposes would be re- quired. However, also as estimated iri the section on Population, the average house- hold of 3.75 persons (in 1950) may be expected to decline in Hopkins to 3•5 persons or less (by 1q75). Therefore, the need for housing will be increased at a faster rate tha,n the population; and it ma,y be expected, further, that the demand for smaller houses and apartments will increase during the latter part of the period. Taking the anticipated change in famil,y size into account, the increase in the • number of families may range from about one-third to about three-fifths above the present. This suggests that housing requirements may be about 50 per cent or so higher, and the additional land needed for residential purposes may approximate up to 50 per cent more than now so used. 34 _ In 1950, as reported by the U. S. Census, there were neaxly 2,000 dwelling units within the city. By 1952, the total in the city was about 2,�00. By 1975, a con� servative 33 per cent to a possible 60 per cent increase will be needed as above indicated. This means an additional 600 to as many as 1,400 or so units - a total oP from 3,200 to 3,g00. Actually, however, more new units will have to be pro- vided, because some of the present structures may be lost due to commercial or industrial expansion, and others may become obsolete and unfit for use and will h3ve to be replaced before 1975• . � . a l �__ . _' - -- -. _. __ � _ 35 T H 0 R 0 U G H P A R E P L A N . CONTENTS Paue THOROUGI:FARE PLAN . . . . . . . . . . . . . . . . . . 36 _.........._.�.�-........_ Present Street System and TraPfic Conditior�s. . . 36 Shortcomings in Hopkins Street Sqstem . . . . 36 Traff ic surveys . . . . . . . . . . . . . . . 37 Principles, Requirements and Ob�ectives . . . . . 39 Thoroughfare Plan . . . . . . . . . . . . . . . . 40 - Primary Hi�ways arxl Thorovghfares. . . . . . L►1 The Trunkline Arter3al. . . . . . . . . . . . 43 Reco�mner�ded Street Cross-Sections . . . . . . . . 43 Traffic Plan. . . . . . . . . . . . . . . . . . . l+b Through Streets . . . . . . . . . . . . . . . 47 One-Way Streets . . . . . . . . . . . . . . . 48 Turning Movements . . . . . . . . . . . . . . 48 Railroad Grade Separations. . . . . . . . . . . . 49 Exhibits - Folla�wi___p,�Pa,�e. Diagram - Daily Traffic Flow - 1952 • • • • • • • • • 38 Map - Selected Centers of �npioyment. . . . . . . 3g � Map - Thoroughfare Plan . . . . . . . . . . . . . �.1 Map - Trunkline Arterial. . . . . . . . . . . . . 43 Diagram - Recommended Street Cross-Sections . . . . . 43 Diagram - Through Streets . . . . . . . . . . . . . . 47 36 " THOROUGHFARE PLAN _ Present Street System and Traffic Conditions Traffic difficulties in near�y all o� cities — large and small alike — can be attributed generally to the fact that the improvement of their street systems has not anywhere nearly kept pace with the phenomenal rise in the numbers and use of automob�.les� Typical�y, the street pattern of our citie� is in most ihstances merely a mechar�ical projection of the original town plan, resulting in the para� doxical situation of congested traffic arteries, despite far too much street area� in the aggregate. Aside from these reasons common with fek* exceptions to practi— cally all American cities, the traffic problem in Hopkins derives from a number of . special conditions and factors in the local situation. Shortcomin�s in HopkinstStreet Svstem � in the main, right—of—way widths of streets in Hopkins, especial�r in resi— dential areas, are quite adequate to serve their purpose. However, numerous short— comings do exist in the city+s street system which combine to create serious traffic difficulties, among these: the virtual lack of traffic streets fully continuous through the city; the iiia,dequate width o�' ���eets of traffic importancs; short blocks along st,�'set$ of �ra,ffiC i�npo�ta�ce+ st�h as ESca�ls�o� �Ivenµe th#�ough th� business di$tript; jogs � ali�nment and d�,sGqnt�.nupu� at�e���s,� t�s }.�ttr�r qf which has its efPect fe�.t most in Yorcirig a very large propaFtipr� of M�.nneapolisT Moli.ne traffic through the business district for lack of s�it,able a�.ternatives. The situation is further aggravated by the large volume of extraneous traffic, which, in combination with the aforementioned defects, serve to create serious congestion on the principal business street of the city. 37 - Traffic Survevs Full information concerning the characteristics of the present street system - - its pattern, rignt-of-way width of each street, the width and condition of pave- ments, and the like - obviously is the first pre-requisite for appraising the ade� quacy of available street facilities and in planning for needed future facilities. Hence, among other things, present right-of-way and pavement widths of streets were ascertained from the City Engineer�s office; and information on the character and condition of present street improvements was collected from the same source and by field inspections. The data about the existing street system, the familiarity gained during various f ield surveys and through numerous inspection trips of traffic conditions throughout the city and environs, along with consultation with persons _ familiar with local conditions, afforded the basi� for a general appraisal of the existing street system - the identif ication of principal traffic arteries, their _ relative 3mportance, their relationship one to another, and to federal, state and county highways passing through and near the city. Ma�or shortcomings in the existing overall pattern of highways and major streets were identified arid the nature of the studies needed for a more adequate evaluation of existing conditions, as well as the best ways of improving them, were determined. Various types of traff ic checks we�e undertaken to obtain a complete lmowl- edge of the preseMt �raf#'ic lpac�s a�d e�timate pf �he pr�bab�� �uture traff�.c which the thorougl^�faz�es �d highways in �.nd about the aommvr��.t� are 1�kely �o be called upon to c9,rry. Traffic volume counts were conducted in the summer of 1952 on all important traffic arteries in the city, to determine the volu¢ne$ and distri� � bution of traffic using the existing majar streets. These traffic data supple- mented those obtai.ned through a parking survey, conducted concurrently with the volume counts, and from questionnaires which were answered by over 2,000 employeas of the four largest local commercial and industrial establishments. 3g . The rela,tive amounts of traffic on pri.ncipal traffic streets are shown by bands of various width in the accompanying diagram entitled "Daily Traffic Flow - 1952." The scale and figures across the bands represents the total traffic through- out the ]1a.-hour per�.od (8 a.m. to 10 p.m.) moving in both directions. As can be seen the total volume of traffic on Excelsior nearly approaches that on Highway 7. Other more heawily traveled streets include 5th Avenue, Lake Street and Monk Avenue, County Road 61 southwest of the city, and 9th Street, south of Excelsior. A further analysis of the traffic pattern reveals that, of the more than 15,000 vehicles which enter and leave Hopkins� downtown district, about half enter or leave by way of Excelsior Avenue. Answers to the questionnaires �eferred. to above revealed that although less ` than half of the Hopkins residents drive to work, nearly three-fourths of the non- residents do so (while an additional one in five rides in other�� cars). Adjust- ing the replies to total employment in the four establishments, it is found that over 2,500 employeest vehicles travel daily to and from these plants. Nearly one- half of the residents who drive traverse one section or another of Excelsior Avenue, followed by llth Avenue, 5th Avenue and Washington Avenue, in that order. About 45 percent of the non-residents use bccelsior Avenue - with 5th and Washington Avenues next most traveled. Of the drivers using pa,xtS of FxceJ,siqr �venue� over 70 per c�nt are employed at Minneapolis-Moline. Virtually all of thes� motorists use the section of thi.s street through the cor►gested business dist�ictS As indicated by the acCompanying illustration; '�Selected Centers of Employment," the Moline employees from outside , the city reside mainly to the west, followed closely by those to the east. This illustration also shows that the out-of-town employees of the three establishments in the easterly part of the city (Superior Sepa,rator, Red Owl and National Tea) re- side principally to the east, with about an equal nLunber dividPd even],y betw�en the �_ �.. _-- �- �=' � �.. J , � _ � ` � _ _�; � ���� � , �� �, � � — ; i ,; ; - � /� ��� - • j $. � r-�-iu-r ,,. �'��" . ... ... ,�_ ; , ,,.., ��-►. ..o o �;�:� �%� �,. . _. -- ,., - ;� �'' - ; VEN/CLE SGACE �j� � •5000 c��s .,.....__.. / a�'� .-5-�'�7�_ } / , , 1�.. .- � - DAI lY TRAFF IC F lOW - I 952 20MIYG �YO Ft,1NNIMG COMMISSION p�OO A.M. TO IO�OO P. M. NOINIYS � MIMYFSOT� ' � Y"'S_ _ l�D151.15 SEGO[ •MD 'ASSOCI�TfS � C 1 N N I N G L 0 N 4 U l T C M T S LIMGIHN�ii � OX10 ( 0 M 1 R E H E M S I V E C I T Y P L A N • M 0 i K I M 5 M I Y Y E 5 0 T A �_--�- � ' _ , � � �.. J � �� � � \ 7HREE• ESTABC/ H .. \�. � 22%�i B% ouT MOlE OUT' 03 X E�ST 23% wE!* \ 22% n011*H . i0Y sou*� _� j, j � � �—NAT/ONAL TEA �`���� + �.°. ����� ��REO OWC �� �� � / : � � � �� �V �� — ��..� • M/NNE�POL/S MOL/NE �' � II I � �/ .. � -- i���! // � � � . � iax /' � � � . � � � i � '� jSUPER/OF SEiARITOR 30% \ • .: � .. -. '" � ` / \ / ' 1 39'X I ,,.--����I •,; ° I SLaLE ar EMPt0YEE5 I'• ISO � � . I �� I p � / i ,�5�''��. / /Q`F [ICE OF ff5/OtICE /� `�/OUIS/Of G/!Y/ �\� � • / I E4Si IIY y \\ � 1\ f--TOTq� EMPLOYEES 't 4z% I �� TOTPL REPLIES y f � u � � \ / Z � \ / \�\ ��� �.. --- � Ze�ING .., PLAYNIMG COMMISSIOM S E L E C T E D C E N T E R S oF E M P l 0 Y M E N T NOfNIYS � MIMYF50T� SHOWING� NUMBERS FMPLOYED aND PLACES OF RESIDENCE � ��� _ _ l�DI51.15 SE40[ •r�D t�SSOCl�iFS ti Nc coNSULt Ts C i N t I N M e T I � 0 N I 0 A�9 S S C 0 M 1 R F N E N 5 I V E C I I Y P l A M • X O P K I M S M I Y M E 5 O i � 39 , north and west. Traffic to and from these four establishments probably represents more than half the total traffic in the busi.ness district during rush hours. Turning movements on Excelsior at 5th, 9th and 12th Avenues indicate that many vehicles moving between the south and east - in the large part employees of Minne- apolis-Moline - are more or less forced to traverse Excelsior. The drivers of these vehicles presumabl� would prefer by-passing this congested section, thus making their own travel more expeditious and relieving the downtown business district of a considerable volume of traffic. Both the large volume of east west traffic through the central area and the heavy interchange to and from the south suggest the desir- ability of providing a maa+giria7, r�ute which would permit thro�lgh traffic and that destined to loCa1 plants to by-pass the dnwntown business district while allowing local traffic to enter the district at its convenience. In other words, the primary relief for traffic generated by local industrial and heavy commereial establishments would be accomplished by an east west traffic- � way passing near these establishments and along the margin of potential industrial areas, and skirting the downtown business district. Complementary would be north- south streets of adequate capa,city connecting with this trafficway and closely by- passing the business district. Ideally, such an east-west traff icway, and its north- south complements, should serve demands of the downtown business district as well as the industrial belt5 - bot,h for local mo�or�sts and those liv�ng outside the city. Pxinciples� Requirem�r}�s and Ob�ectives The future thoroughfare system of any city must of neces5ity be developed by rehabilitating, modernizing, augmenting and otherwise improving the existing system of traffic arteries. This involves remedying in the built-up areas present defects and inadequacies, and providing in the as yet undeveloped areas for the orderly, coordinated and adequate extension of the system. Obviously, the planned capacity of thoroughfares should be in scale not only with the present but also with the p�us�ec��ve rEquirements of traffic. �o One of the ob�ectives held in view in preparing the Thoroughfare Plan of Hop- kins was to relieve the central area of the city, and particularly its business district, of as much extraneous traffic as practicable - especially through traffic � and that involving turn�ng movements which interf ere with normal traffic circu- lation and the transaction of business. A second important objective was the pro-� vision of adequa,te thoroughfares to and from the major industrial and commercial areas and the portals of the city over which both inter-city and intra-city traff ic can move without delays or congestion. In seeking to attain the foregoing ob�ectives the differing requirements of traffic having different origins and destinations must be recognized. From this standpoint vehicular traffic ma,y be classified into three general eategories: (1) between different parts of the city, principally to and from the downtown and industrial districts; (2) between points outside the city ar„d different pa,rts of the city, including the downtown and industrial districts; and (3) between points out- ' side the city. Every effort was made to provide routes so located as to accommodate two or more of the foregoing types of traffic, because traffic volumes in Hopkins, although heavy in places, do not, in general, justify separate facilities for each of the different types. Thoroughfare Plan The '�Thoroughfare Plan" shows the highway and ma�or street �mprovements which should be carried out gradually and systematieally orver a period of years to provide an adequate thoroughfare system for Hopkins, This Plan shows by means of distinctive symbols the recommended location, right-of way width and pavement width of each • thoroughfare; also the nature of the recommended improvements - whether widening, connection or extension, or new streets. Present traffic volumEs were projected i.nto the future to e�stablish the overall scale of the Plan - taking into account estimated increasez i.n popxlation, vehicle registration and miles to be traveled per vehicle 41 _ per year. The Plan contemplates that the traffic capacity of the thoroughfare system of the city will be raised in gradual steps — some of the improvements needed in the very near future, others later as the traffic demand increases and the need becomes more apparent. Primarv Hi�hwavs and Thorou�hfares The highways of principa,l importance to Hopkins are State Route 7 and County Roads 3 (Excelsior Avenue), 18, 20, 61 and 73• Of lesser concern at the present time, but of growi.ng importance as Hopkins expands, are County Roads 5 and 60. Highway 7 is a four—lane, high—capacity facility on a generous right—of—way which will permit future �,vement widening as needed. Excelsior Avenue �County Road 3), although having a four—lane pavement, is intensively daveloped, has niunerous intersections and � parking generally is permitted — all militating against its usefulness as a traffic street. The other routes ganerally are inadequate in respect to pavement width, if not right—of—way width. It is within the f ramework above—described that the thoroughfare system of Hopkins and environs is designed. The most serious deficiency — traffic congestion and confusion on Excelsior Avenue — is proposed to be corrected by a new, high— capacity Trunkline Arterial. This limited—access type thoroughfare, which would connect with Highway � at Monk Avenue in the easterly part of the city and at the abandoned street car ��ght�ofTway about twq—thirds of a mile west of the city, is described in some deta�� later.l This Arteri.al and thoroughf are proposals are por— trayed in the accompanying "Thoroughfare Plan." lAt this writing, construction on that portion of the Trunkline Arterial from th e intersection of County Roads 3 and 61 eastward to bccelsior and Washington Avenues has been programmed for 1954, as has the completion of the Monk Avenue _ section between Lake Street and Highway 7 where Minnehaha Creek already ha,s been spa.nned. B 0 U G" B ® A R E P ® A N P R I H @ N 5 I v E . c I y y P L A N . H 0 P K I N S M I R N E S 0 T A 4� Another major feature of the Plan, that would also relieve Excelsior, is a limited-access type thoroughfare along the abandoned street car right-of-way on the common corporation line of Hopkins and Fdina - connecting with the Trunkline Arterial ` at 5th Avenue and running eastward to Highway 100 in St. Louis Park.l Other proposed ma,jor improvements within the city or its immediate environs include the connection between Excelsior, east of Monk, ar� the Trunkline Arterial in the easterly part of the city; also the extension of lst Street South, eastward and westward, to connect with the Arterial - intended to handle traffic between the Arterial and the downtown business district. Other connections and extensions shown in the Plan incltuie: 12th Avenue northward to County Road 73; 7th Street, South, eastward to County Road 20; llth Avenue southward to a proposed secondary thorough- fare south of the city; L2th Avenue to llth Avenue, just south of the proposed Arterial. The widening of $th Avenue, where possible, is proposed; also of Washing- ton Avenue (County Road 18) as well as Milwaukee Street, the Zattar to provide an � adequate connection between Washington and Excelsior Avenues. Elsewhere in the emtirons, some relocation will be necessary. Widening generally is in order in the environs � first the right-of-ways of the various County roads, later the pavements as well, as indicated in the Street Cross-Sections described later.2 In addition to the new secondary thoroughfare south of �he city (me�tiohed above), a new ea�t-west pr�mary running fr�m �ounty Road 60 to 18 is proposed. Also, the extenaion of Counfi,� Road 60 eastward from Highway 212 to County Road lg is indi- cated. To the northwest of the city, a direct connection northward of County Road 61 to County Road 16 is proposed. �'I'he City optioned this right-of-way during the course of the work on the City Plan. 2Improvement of County Road 18 (Washington Avenue) is �,rt of the current County work program. 43 . The Trunkline Arteri.al The Trunkline Arterial (mentioned earlier) would skirt the expanaing commercial- industrial sections in the easterly and southerly �rts of the city, and would pass close by the downtown business district. The route is along Monk Avenue, south of Highway 7, thence via a new connection to 2nd Street, North, thence along 2nd Street, North, crossing the Great Northern and turning southward along the railroad3 to a connection with 2nd Street, South, thence along 2nd Street, South, and the abandoned street car right-of way west of the city to a connection with Highway 7 near Merriam Avenue. Design details of the Arterial are indicated both in the accompanying exhibit entitled '�Trunkline Arterial" and in the Street Cross-Sections, described below. _ It should be noted that the so-called "initial" section, shown in the Street Cross- Sections, ma,y actua,lly be preceded by a single roadway in first-stage construction. . The exhibit, t�Trunkline Arterial," shows holding lanes for left-turns, an intex�- change between County Road 16 and the Arterial, and service drives�along 2nd Street, South. Service drives should be provided elsewhere as well, such as along 2nd Street, North, where necessary to give access to adjoining property. Recommend.ed Street Cross-Sections The proposed right-of-way widths and recommended pavement widths are shown in the "Thoroughfare Plar�.�� �n order to indieate more specifically the type of improve- ment eontemplated in a�et} case, standard street cross-sections, shown in the diagram entitled "Recommended Street Cross-Sections," were designed.2 1Possibly occupying part of the railroad rig�t-of-way. 2This diagrarn is intended to serve as a guide for the Planning Commission and other officials in establishing starxlard pavement widths, right-of-way widths required for such pavement widths, and the appropriate arrangements within the right-of-way - of pavements, sidewalks and planting strips for different streets or types of streets. �b Ot�act �a LAJ TRUNKIINE ARTERIAL � INITIAL OR INTERMEDIATE SECTION ULTIMATE SECTION 4'-10��--24�—�34�-44'� 24'—�4� � � �_IO� 34�—� 14�-24'—t— 34�--74_� � � 90�-I I 2� 90�-112� 20'—�24'�10'�24��20' 9 B' • EXCELSIOR • AVENUE • CONNECTION • WITH • •A R T E R I A l • AT • R A I L R 0 A D • U N D E R P A S S • PRIMARY HIGHWAYS AND THOROUGNFARES URBAN �ESIDE�CE �YSI�F45 �ESIDE�CF lU4111E44 � I' -B��s'�-44'--�II' I �5e�4-7�24'-32�—�6'�24�-32'---f�0�-1'J� I 66' 80'-90' S U B U R 8 A N 13'-23' 8'�-- 24' -�6'-26'—��—24' �8'�13�-23' 100'-120� NOTE� OVERAII R.O.W. WIDiH UP TO 200� MAY BE XEEDFD TO ACCOMODATE SIOPES SECONDARY HIGHWAYS AND THOROU6HFARES U R B A N S U B U R B A N IIFSIDE�CE BUSI�k44 I' �6,�4�-7�}----40� �10-13� 20-30' 8��—40� —+8��--20'-30 I 60'-66� CV-IVV� LOCAL STREETS MINOR STREETS I'-2'�5'-fi�i8� 18�—}9'-Id�d-� I' I'�4�7�-10+--20�-26��7�-10��4� I , 25� 33' S0� SO�-66� • Z O N I N G AMD P L A N N I M G COM M I S S I ON H O P K I N S • M I N N F S 0 T A 0 20 •0 80 80 100 RECOMMENDED LADISIAS SEGOE AND ASSOCIATES � � TY P � AN � � � � � o � S � � , ANTS STREET CROSS — SECT ION S C I N C 1 N N A T I � 0 X I 0 I 9 5 3 4k � The appropriate cross-section for a given street is d etermined by the follow- ing: (1) amount of traffic anticipated, which establishes the number of traffic lanes required; (2) standard widths for traffic la.nes, for moving traffic and for pa.rking; (3) present and desirable future use of abutting properties; and (k) pravision for sidewa.lk spaces, including strips between sidewalks and curbs to be used as grass plots and for street trees, to accommodate pedestrian traffic and produce a well- balanced street of attractive appearance. Manifestly, overall pavement widths should be multiples of standard traffic lane widths; and in arriving at the recommendations herein, modern standards of la,ne widths were used as follows: (1) moving lanes on primary highways and thoroughfares - 11 to 12 f eet, and parking or accessory lanes, where necessary or desirable - g to ' 10 feet; (2) moving lanes on secondary highways and thoroughfares - 10 or 11 feet, with parking lanes 8 or 9 f eet; whereas (3) moving la,nes on minor residential streets of 9 or 10 feet, with parking or accessory lanes of 8 feet, generally are considered adequate. Generous distance between the curb and property li.ne is always desirable. Pavements should not be narrower on any street than 20 feet, this width to pro-- vide one moving lane in each direction - and no parking should be permitted on such pavement. A pa,vement width of 26 feet is usually sufficient on minor residential streets serving exclusively or almost exclusively properties abutting thereon, and a width of 36 feet �or loc�.�. collector stree�s of rela,tively litt�e traffic importance; but wider pavements than these should be provided on the more important traffic streets - as multiples of standard lane widths.l ' lOdd numbers of lanes are not acceptable, except on one-�way traffic streets or minor residential streets, because on two-way streets where the traffic is heavy there is a dangerous tendency for vehicles traveling in opposite directions to contest the use of the center lane. If an odd width of pavement, such as 30 or 50 fPet, should _ prove necessary, parking should be limited to one side of the street where the street is to be used for movements in both directions, thus leaving open an even number of lanes for moving vehicles. Should the street be utilized for one-way travel, how- ever, parking ma,y be permitted on both sides because there is no objection to an odd number of moving lanes in the same direction. 46 ' Sidewalks in residential sections generally should be five feet in width,l although in the case of minor streets or service roads four-foot eide�cralks would suffice where these are separated from the curb by a planting strip. Where it is necessary for the sidewalk to be placed adjacent to the curb, a width of six feet (five in the case of minor streets) is desirable. Sidewalks in business districts desirably should be not less than 10 feet in width. Planting strips on residential streets may vary, but ordinarily should not be less than four feet wide. The ultimate design of the Trunkline Arterial calls for tw� 34-foot roadways, and a center plot of sufficient width to accommodate an extra lane for left-turning vehicles. The intermediate section of two 24-foot roadways may be built in stages, with the initial roadway placed so as to fit into the ultimate section. The connect- _ ion between Excelsior Avenue (near Monk) and the Arterial should prove adequate for a long time to come if two 2LE-foot roadways are provided. It would seem to be gocd foresight, howetrer, to seCure sufficient right-of-�ay and clearance at the proposed railroad underpass to provide width for an extra lane in each direction. Elsewhere in Hopkins, the existing right-�f way widths of 66 f eet in older sections generally should prove adequate for primary thoroughfares. Where widening is possible, right-of-ways �f 80 to 90 f eet would be desirable. In outlying sections, right-of-ways o� 100 to 120 feet or more, where obtainable, would be desirable for primaries (mainly County roads) . For secondaries in developed areas, existing right- of-ways of 60 to 66 feet should prove adequate; but in outlying sections 80 to 100 feet would be desirable. Local streets (i.e. neighborhood collectors) can be devel- oped on 50-foot, but better on 60 to 66-foot right-of-ways; whereas purely minor ' (frontage access) streets can be provided on 50-foot right-of-ways. The best use of the 66-foot right-of-ways on city traffic streets is indicated _ in the diagram: L�.-foot undivided pavements, desirably to be used for two lanes of moving vehicles irl eech direction - except durin� non-rush hours when loading and 1Sig feet if snow rer�oval .equipr�ent is to be accommodated. 46 ' unloading operations, if not parking, could be permitted. For secondary thorough— fares in the city, pavement widths of 40 feet are indicated on 60 or 66—foot right— , of—ways, and for local and minor residential streets, pavement widths of 20, 26 and 36 feet are sh�wn on right—of—ways of 50 to 66 feet. The appropriate g�vement width for a residentia 1 street will depend on its length and function, whether it merely affords access to abutting properties or is a collector of traffic from such purely local streets, on the intensity of building development, the need for �arking, and in general, the volume of traffi� to be accommodated. On 20—foot pavements, parking should not be permitted. A 26--foot pavement will acc�mm�date parking on one si3e, and still permit twr� vehicles mov— ing in opposite directions to pass a parked vehicle. A 36—foot pavement will pra- . vide for parking on both sides and leave two lanes open f�r moving traffic. Traffic Plan The traffic plan and regulations must be attuned to the Thorough#'are Plan and other features of devalopment under the City Plan — if the ma,jor streets are to be fully utilized and thus eff ective in handling the btil�k of the traffic, while the minor streets are to be kept relatively free of heavy volumes of traffic and the attendant noise, fumes, hazards, etc. Traff ic control devices and regulations should be directed toward obtaining the maximtun traffic carrying capacity and speeds consistent with safety on major streets, toward affording protection against accidents generally, a�C� tc�ward safeguarding residential streets against the in— trusion of through traPfic. It sh��uld ba remamberea that stre�t traffic consists not only of vehicles, but pedestrians as well, and that traffic regulations and � control measures should facilitate convenient and safe movement of both. Traffic regulations are concerned with a wide variety of details — the move— _ ment of vehicles, their parking, pedestrian rights and duties, etc. They commonly provide f�r through streets and one—way streets. With the view of avoiding conflict �� � between such regulations and certain features of the City Plan, the ordinances dealing with traffic and parking were fully reviewed. In the light of sUeh review, � and taking aCcount of the findings o� $urveys and investigations made in connection with other parts of the Plan, certain recommendations concerning through streets, oneiway streets and the handling of turning movements are made in the following. Throu�h Streets Through streets will not serve their purpose unless established, and the traff ic on them regulated, in accordance with the following principles and consid— erations: (1) they should be selected principally from among the available major streets as designated by the Thoroughfare Plan, along with certain others on the basis of facts relative to traffic concentration points, locations to be avoided, - pk�y�ical conditions, and certain other factors; (2) they should fonn a simple inter— connecting system easy to understand and convenient to use; (3) when continued , through the downtown business district as signalized thoroughfares, through streets desirably should provide for continuous movements, insofar as possible, by means of a flexible progressive system of signals. Most other pertinent considerations are too well lmown to �ustify elaboration here, including the undesirability of estab— lishi.ng too many through streets, of establishing a through street merely to in— clude one or two dangerous intersections, and of too many stop signs and signals, in general. The accompanying e�hibit entitled "Through Streets" consists of two parts: (1) the present system; and (2) an ultimate system which will be possible when most of the ma�or street improvements recommended in the Thoroughfare Plan will have been � carried out. The present system of through streets appears quite sa�isfactory, with short— - comings due mainly to the prevailing inadequacies of the street system. The second part of the exhibit shows an ult�mate system of through streets which can be estab-- M�MME7�NKA eLVD' lCOUMTY ROAD 5) M I M N E T 0 M N A !l Y D. m 0 a 0 N 1 G X W A Y T o � N��NW°Y ' a PI P b W W W 1 Mi�� a 'a a Q EIp�,�4 W F �R�LINE n .�, ..: M���S a - - 'Q 'Q 1 S7 ST. M0. 5� < �E ' �P x EXCELSIOY AVE. a N o EE � 1ST. ST. M0. � � , �'ti �, a J�S S� IST. ST. 50. �P Y �,O - � a E7(CFlS10M 4VE. �'� � a -- ` LIMITED ACCfSS NIGkWAY � �� � ������ �� iRUMKLINE ANiFAIPI 0 a o a o u r 'a 3 • PRESENT SYSTEM • o _ a �rn sr. so. 0 u � a • ULTIMATE SYSTEM • ; ZOMING ♦�D PLAN N ING COMMISSION MOPKINS • MIIIIIESOTA IADISLAS SEGOE AMD ASSOGIATFS T H R 0 U G H S T R E E T S C I T Y P L A N II I N G C 0 M 5 U L T A 1 7 S C I II C I 1 II 4 T I • 0 X I 0 I 9 5 3 C 0 M P R E H E N S I V E • C I i Y • P L A N • N 0 P K I N S • M I N N E S 0 i A 4g . lished in progressive steps as the various recommended thoroughfare improvements are carried out. This system is made up of all of the major streets proposed with- in and adjacent to the city, along with certain neighborhood collector streets. One-Wav Streets Certain streets, or sections of streets, which are too narrow or otherwise un- suited for free or safe vehicular travel in both directions, as well as certain alleys, should be restricted to one-.way movement of vehicles. Generally, in devis� ing a system of one way streets, these should be operated in pairs, due account should be taken of the effect on travel dista,nces and turning movements, and every effort should be made to eliminate or minimize intersection conflicts. At the present time none of Hopkins+ stree'ts is operated one-way, but the ` alleys paralleling Excelsior Avenue are. By car�ying out the Thoroughfare Plan, any need for one-way streets in Hopkins can be minimized if not obviated altogether. However, the present one-way system for the alleys north and south of Excelsior � should be continued. Turnin� Movements _ -�_ More important than the establishment of one-way streets in Hopkins is the limiting of left-turns; and, where these are to be permitted, making provision wherever possible for a holding lane for left-turning vehicles so that these will not unnecessarily impede through movements.l Along the intensi��ly developed parts of Excelsior Avenue, there is little opportunity for providing extra lanes, except where parking may be eliminated some distance back from intersections so as to provide a lane either for left or right- turning vehicles. Left-turns should be held to a �inimum along Excelsior Avenue, but provision should be made for them at important cross-streets - such as 5th and 12th Avenues - where it may be possible to acquire additional right-of-way and install wider pavements. 1Likewise, a smoother flow of traff ic can be gained where additional lanes for right-turn vehicles are provided. 49 In addition to the relief to be affo�ded by the construction of the Trunkline Arterial, the use of lst Street, North, and lst Street, South, (the latter as ex� ' tended as shown in the ��Thoroughfare Plan"), as routes to and from the proposed parking lots and Excelsior Avenue itself should do much to lessen congestion on Excelsior. While beyond the direct control of the City, efforts should be made to secure holding la,nes for turns on Highway 7 where interchanges are not provided. In this connection, at least a partial interchange is possible at the westerly connection of the Trunkline Arterial, if not at the �rasterly connection as well. Railroad Grade Separations In the environs of Hopkins, many of the highways have been grade-sepaza ted � from the railroads. Within the City, however, the only separations are along Highway 7 and on llth Avenue, South, the latter a very inadequate underpass of the - railroad. The more important city streets now crossing the railroads at grade include Excelsior, Washington and Monk. Ntunerous streets of varying traffic import- ance aross the lightly-used tracks of the branch lines of the M. & St. L. and the Great Northern. Construction of the Trunkline Arterial would provide certain grade separations and obviate or mi.nimize the need for others. In the vicinity of 5th Avenue, both County Roa,d 18 and the limited access thoroughfare along the abandoned interurban right-of-way would be carried over both the railroads and the Arterial. In the vicinity of Monk Avenue, the connection between Excelsior Avenue and the Arterial would underpass the tracks. The rerouting of County Road 3 vi.a this connection and the Arterial, and the provision of a more adequate connection between Washing- ton and Excelsior Avenues, along Milwaukee Street, would justify closing the exist- ' ing grade crossing of Fxcelsior and the M. & St. L. and Milwaukee Ra.ilroads, and probably the Washington Avenue crossing as well. Elsewhere, along the Arterial the 50 y� crossings of the Great Northern and the M. & St. L. branch lines can be at grade with protective devices installed - the rail traffic being too light to warrant sepa,rations. Other than for a grade separation of llth Avenue and the M. & St. L.,1 and the eventual improvement or replacement of the llth Avenue underpass of the Milwaukee Road, no grade separations would be justified elsewhere within the present corpor- ation. In the environs, hawever, inadequa.te structures - such as that on County Road 61 at Shady Oak Lake - should be replaced in due course, desirably at the time if not before widened pavements are installed in accordance with the Thorough- fare Pla,n. Where separations of important or potentially important highways have not been _ made - such as on County Road 60 west of the City - these should be constructed when traffic warrants. �'Unless this railroad were to be relocated to the Milwaukee Road right-of-way, � - - - - - - - - - - - 51 � P A R K. I N G P L A N CONTE�ITS PaFi PARKING PLAN . . . . . . . . . . . . . . . . . . . . 52 Present Conditions . . . . . . . . . . . . . . . 53 Parking Survey , o � . . . . i . j . . . . . 54 Parking Demand . . : . � . . . . . . . . . . 57 Parking Plan . . . . . . . . . . . . . . . . . . 59 � Initial Off-Street Parking System. . . . . . 59 Financial Considerations . . . . . . . . . . 61 • Changes in Parking Practices . . . . . . . . 62 Exhibits �.r. Followin_Pi MaP - Downtown Parking - 1952 • . . . . . . . . . 55 Chart - Duration of Parkers . . . . . . . . . . . . 56 Map - Destinations and Trip Purposes of Parkers . 5B Map - Prapos ed Park ing Lot s . . . . . . . . . . . 60 Y 52 " PARKING PLAN It is essential that Hopkins improve the accessibilitq of its downtown busi ness district and lessen congestion here by providing in the district adequate traffic and parking facilities — if the city is to maintain and enhance its posi— tion as a trade and sertice center. Several of the thoroughfare proposals, put forward in the section on the Thoroughfare Plan, are intended to afford better access to the downtown business district and at the same time cure or at least minimize traffic congestion within the business district. The resultant enhanced accessibility and greater freedom of traffic mov�rr►enta will not be ful],y effective, however, unless adequate and - properly located facilities for the loading and unloading of com�ercial vehicles and for the parking of pasaenger cars also are provided. Only then will customers . and clients in automob.iles be attracted to, and free to pursue their business, shopping or recreation activities in the downtown business district. The demand for terminal spaces for loading operations and likewise for park— ing — both for short—time and longer periods — has grown right along with the steady rise in automobila and truck ownership and use. The difficulties of ineeting tkis demand have become a matter of s�rious concern not onl,y to public officials but t� business interests as well, because it is of vital importance to business these days that adequate spaaes be available for terminal operations and parking of all vehicles which are destined to business districts. The availability of adequate and convenient parking spaces at reasona.ble fees f:s now recognized as one of the requisites for attracting trade to the downtown business district from within the city and from outlying rural sections and nearby corrnnunities. The failure to meet the demand for p3rking in a manner satisfactory to shoppars and others doing business in the downtown business district — as well �3 " as those who work there and who all too often occupy street spaces which could and should be used by short-time parkers, among whom are a considerable proportion of .. the shoppers - has been found to result in loss of trade to outlying business centers and even to other communities where business districts are better provided with parking facilities. Present Conditions In attempting to cope with ever-growing pressure for parking spaces on the streets, cities have resorted to progressively more severe pa,rking restrictions - extanding these to larger and larger areas within and surrounding the downtown business district. These restrictions were intended generally to discourage the long-time parking of vehicles and to promote a higher car turn-over, in order to � distribute more equitably the available spaces on the streets. As a result, the long-time parker has been forced to park farther and farbher away fmm his destin- _ ation, or to place his car in a parking lot. To conserve for their customers the limited number of short-time spaces available within convenient distance, more and more business concerns now are providing parking areas on their own property for their employees or �trons. Modern zoning ordinances generally require that off- street loading spaces or parking spa.ces, if not both, be provided in connection with all or certain types of commercial buildings. A great many citiss have installed parking meters in recent years, as was done in Hopkins. �Ahen adequately policed, these are effective in increasing car turn- over and reducing the cost of enforcing parking restrictions. Numerous cities have established municipal parking lots or garages in or near their downtown busi- ness districts. Such public facilities ara justified on the theory that the avail-• ability of adequate parking spaces in the business district is of concern to, and serves the interest of, the whole community, and that only by municipal ownership will such facilities be appropriately located and perm,anent. 54 � Parkina Survev Concurrently with the traffic survey described in the section on Thoroughfare ` P1an, a field check of vehicles parked in the downtown business district of Hopki.ns was conducted in the summer of 1952• The principal purposes of this survey were: (1) to determine the total �rking load (accumulation of vehicles) on the streets, in alleys, and in parki.ng lots at various times of the day; (2) to determine the time pattern (duration) of parking; (3) to ascertain relationships between lengths of time actually parked and the �rking restrictions in effect; and (k) to estab- lish deficit areas - that is, blocks where the supply of spaces is inadequate to meet the demand. Secondary purposes were to determi.ne trip origins, trip purposes (shopping, working, etc.), frequency of trips, and distances walked to destina,tions. " The survey was carried out from 8 a.m. to 10 p.m. on a Friday. During this period, 1 half-hourl,y license plate checks were made of parked vehicles. In addition, some - 3000 postcard questionnaires were distributed to pa,rkers - these seeking inform- ation on the above-mentioned origins, destinations, etC. About 30 percent of the drivers returned usable questionnaires. The traffic and parking survey revealed that approxir.iately 15,000 vehicles travel in and out of the Hopkins downtown business district between the hours of 8 a.m. and 10 p.m. on a typical Friday. About half of these enter or leave by way of E�ccelsior Avenue. Mare than 4,000 cars park in the business district, with more than 500 parked at the peak period (late afternoon), and over l+50 mid-evening (both figures including carg parked in the customer lots on Ninth Avenue). The principal reason for parking in downtown Hopkins is shopping (nearly two out of five of those pa,rkers who returned questionnaires); followed by those work- ing in the district (one of four); folloWed in turn by those making business calls (over one out of six). These three trip purposes account for about 80 per cent of the parkers who responded. Nearly one out of three �,rkers comes to the business district every day, and one out of four, two or three times per week - these account- 55 " ing for nearly 60 per cent of the total. Almost three out of five parkers who gave their destinations found a parking - place in the same block as their destination, while over one out of four parked in the next block. About one out of seven walked two blocks or farther. Of those �rking in the same block as their destination, two-thirds are workers or shoppers - about equally divided. However, of the total workers, more tha,n two out of five pa,rk in the same block; �hereas only one out of three of the shoppers do. Con- versely, only one out of six workers parks a block away; whereas a substantially higher proportion (one of four) of the shoppers f ind it necessary to do so. Beyond that distance, workers and shoppers are about equal in proportion. By far, the largest number of parkers are short-time. Over three out of f ive - park for less than one-half hour; and, in all, about four out of f ive for less than one hour. However, long-term parkers (3 to 7 hours, and over 7 hours) number about _ 150. Nearly half the long-term parkers leave their cars in restricted zones (with one out of ten cars being parked in MEtered spaces). Those parking in the restrict- ed zones occupy spaces that might be used by over 500 short-term (half-hour) parkers, assuming that the long-term parkers in restricted zones oceupy spaces for an average of five hours. Certain findings of the parking survey are shown graphically on the map, "Downtown Parking - 195�,�' which portrays conditions at the t�me of peak day�tilne parking. This map al$o shows traffic movemerits in and out of the business district throughout the day. At the time of the survey, there were about 640 legal parking spaces on the streets in the survey area, of which 1Z9 (less than one-fifth) were ' inetered. The balanee were unmetered spaces, restricted in part to 15-minute (6 spaces), one-hour, and two-hour parking, with the rest unlimited. I� is. si,gni-• - � ficant that over 450 spaces (nearly four times the number of inetered spaces) can be occupied le�ally either two hours or for longer periods (over one-third of the 450 , � � � � � j � � 'I ' � I i �; �I i ij� � il �� �I ���. ..� \ I ��' i�l. ;'a i� > i; �' "'. i i I a � >' f Q � . a i�. . a� iW �\ii . �. � � i' . a ��' � a� �'' a� i ' >i' �' i �,I � � � � I i Q � I; � ,� �� , ��. I � I �I J I I 50 I�40 �0� 0 �10 5�� �R I�.__� � - �,�I 6 0 ♦0 I� 690 53b L 6 0 Bk0 �"_� r . � ---'- �!'� l. � I ST. ST. N O RT X �4:i - -J �� ..____.� . �� ��—'�'-'--i � I I � �l-- � �I � �_� �� � �� I � � I i� �I �I I� ��� � �� . � II � I � , � ; � I � �� m � am II a� 4p I� �� i ' I � m II m.. I � � d_ � - ;; J =; !_ ; ,; mP am -� � , , _� ��.�-;�� ; ; '. �p , � , , J i o �� I � - � �---�� � ��— � � ' � �� _;I � 1 L. �- _-�—J - �:-- - �- _ , �, � I _ � .:. , I , __ _- � - - J _�- _ _ -, � ` - _/� �� m�e� � - /� I O �2 � n D� a ---. _ ` -�."• +L -- ! ti� �N 9 n�� �o _ "'�:k �,�m .� �� I.� � -- _] ' -- -- � ��=��;_`� � ��. . �--: �- _� �, - �-_ � _ � E X C E l 5 I 0 R GVE _ - nD a„+..6.. i� . � ----_._. an 12 n --------- _.. _.. . 1 - .- n � e� an �p �D . -- � �a ��v � - � n�U �_ a �� ...1 - � � .� �� 8 �� �� i2 II . --. — — 11� `( _ __ -- — I." _ , -� I � ---- --�--, -r- � � , •--� �r --- -, -- � � � I ,_ -� � r �� � I i jI ' ' ' i�— � I I, I �. ; ro.,�uiw. � � � � an : '', � � � , :; �� ;,� 4- I -D �� ND 4� , ; � f^) , I � O O. O I � � '� _�� N I I N" � � I � � I �I N� �N N� aN � N N a I NOTE: I j l�NDS INDIG�fE TR�Fi1C VOlUYE1 I I ; ;, il `_� �-f , II J I IN �ND OUT Of TNE lUSIMESS i � � I � DISfRICT FIIOY- l�001.Y. TO ; � ; �-i( �io a o � �� �% 1 ; io:uu ..r. I ' I � � � � �I f�l%'� SGALE� NUMBER OF V E H I C L E S �� —,�� q� ' � - ) il . i IST. .�- W 5T. �...- SOUTH i: - _ -_,�;. .:_ I ; � I /v ,� � ' /� i � � - ' - -"-'- 1 ' � �, ..'. / � � ' � 3000 VENICIEE I � � �-€Ob 2 (- � �1 �I � � SO S10 1 0 ♦ ......_"_ i_ I/ // , � s�o �oo ,sp o�o I r � ; � � � I � � m , �� � �; , i �; , i i I � ;- _ ' �� = J � � � I � I � - ��ME7ERED - 12MINUTES -2NOURS ' � `� _ m / � � 1_ i� - � i- Ho��„ i I / � ,� � UNMfTERED � 2- HOURS _J '"�� - � -__ � L�-_JI ... __J I---- . --- _ -_"—_— �..,..- � UNLIMITED r 5 � 2 ND ST. SOUTH ----- I I I'- `LEGAL CAPACITY i � ' li i—1 � i� � OCCUPIED �VACANT ZONING aN0 PLANNING COMMISSION HOPKINS • MINNESOTA � o• zoo' soo' soo' soo' ' ' ' ' DOW N T OWN PA R K I N G - I 952 LADISLAS SEGOE AwD ASSOCIATES � � TY PLA � � � „ � � o� s � LTA � Ts USE OF FACILITIES AT PEAK DAYTIME DEMAND C I N C I N N A T I • 0 H I 0 �� , for unlimited periods). It is significant also that over 400 of the above 450 longer—time spaces (i.e., nearly two�thirds of the total street supply) are along block—fronts which are predominantly residantial. Of the total street spaces in the survey area, about 60 per cent were accupied at the mid—afternoon peak period. Along Fxcelsior Avenue, the metered spaces were more than 60 per cent occupied, while those on the side streets, north to the alley, were nearly 90 per cent used, and those south of Excelsior to the alley, ab�ut 70 per cent. Vacant spaces were found largely along the side streets, north and south of the alleys, although along cartain block—fronts, such as the westerly sides of 9th and 12th Avenues, the spaces were fully occupied. Motorists obvious�y are willing to park somewhat farther away in unmetered zones if they can park free and av�i3 time restricti�ns. In addition to the street �rking spaces, off—street Farking areas — both _ customer lots and along the alleys — were checked. These were found to be used by some 150 cars during the peak pe�iod when so�e 350 or so were parked on the streets. Parking characteristics in these lots and the alleys were taken into account in analyzing the situation and arriving at the conclusions and recommendations stated hereinafter. Of ti�e ver�icles parked in the business district, most (over 3 out of 5)� as already stated, stay le�s than one—ha2f hour; about one c�ut of six stays one-�half to one hour; appr�ximately one out of 10 for one to two h�urs; and the rest (about 1 out of 10) for longer periods. The aacompanying chart, "Duration of Parkers," reveals the duration pattern of parkers throughout the district, both in restricted , and unrestricted locations. As would be expected, metered spaces are favored by short—time parkers. Longer—term parkers are found mainly in the 2—hour �r unre— stricted locations — the latter along the streets as well as alleys, about equally divided. P E R C E N T 0 10 20 30 40 50 60 70 80 90 100 DOWNTOWN DISTR ICT . � � .� � , . ;� . .� � . . METERED ZONES . • . • . • ., . . . .� . ONE HOUR ZONES ( UNMETERED) . . •.• ': : •. •.. TWO HOUR ZONES (UNMETERED) . . , .. . .. . � � � UNRESTRICTED ( STREET ) . .� . . . • .�• . . UNRESTRICTED (AILEY ) :• • .'• . . . • . . TOTAL UNRESTRICT ED . . . . . . . • . . � . . • • . , LENGTH OF TIME PARKED � LESS TkAN �2 MOUR � 2 TO 3 kOURS �• �2 TO I MOUR � 3 TO 7 HOURS � � I TO 2 MOURS � MORE THAl1 T MOURS 1 � 0 U R A T I 0 N 0 F P A R K E R S MOPKINSW MINNESOTCA `7 ' Parkin� Demand Parking spaces in or near the downtown district should be available for the . three types of parkers who are found here: (1) the errand parker, (2) the medium- term parker, and (3) the longer-time and all-day p�rker. If not so provided, such parking spa.ces as are available will not be effectively utilized. The medium and long-term �rkars will preempt spaces which are needed for, and should be available to, short-time parkers - forcing this la,tter group to cruise (adding to congestion) and walk farther after final],y f inding parking spaces. On the other hand, an under- supply of inedium and longer-term parking spaces at reasonably convenient locations invites violations by those needing to pa,rk for longer periods - necessitating additiona.l enforcement personnel and causing irritations to the motorists. - It is only logical to permit the short-time parkers to use available street spaces (unless such parking interferes with moving traff ic), and to provide con- venient additional parking spaces off-�street (reasonably close to the center) for rnedium and longer-term parkers. Overall within the downtown business district, taking turnover into account, longer-term parkers (3 hours and over) occupy about 75 street or alley spaces throughout the day. In addition, again taking turnover into account, nearly 50 spaces are occupied by medium-term parkers in the two to three-hour category. In the one to two-hour category of parkers, some 60 spaces are occupied. AlI to- gether, these parkers occupy some 165 spaces, of which about 120 are street spaces (over one-fifth of the street supply). Significantly, these street spaces could accommodate during a 10-hour period over 2,400 short-time parkers in the less than " one-half-hour category - in effect doubling the number now in this category of parker. It is a sound policy that street spaces, as close as possible to parkerst destinations, should be reserved for short-time parkers. At the same time, it is 5g , the contention of many that parking - especially long-term or all-day parking - should be discouraged if not prohibited altogether along residential block-fronts. It is held, furthermore, that �a.rking along alleys (except fully clear of the right- of-way, on private property) interf eres with the movement of vehicles, is some- what hazardous, is not attractive to women drivers and is at best an improvisation - a practice which should be discontinued. In the light of the foregoing, the conservative current market for off-stxeet parking spaces is some 150 or so, assuming tha,t the two-hour and over parkers can be induced to park in lots along with a substantial proportion of the one to two- hour parkers. Allowing a reasonable margin of supply over demand, the initial "target" appears to be 200 spaces or so. � An inspection of the map, "Destinations and Trip Purposes df Parkers," re- � veals six "deficit" blocksl �. five to the south of E�ccelsior, one to the north. In four of these� the deficits are substantial - aggregating some 220 spaces when the 30 per cent sample is expanded; Among the parkers in these five blocks, nearly 125 are in the longer-time duration category, again based on an expansion of the sample. Al1 these longer-time parkers desi.rably should park off the street, along with medium-term rkers who occu I� py as many as 50 spaces on the average, taking turnover into account. This would indicate that a supply of 175 spaces is needed, on the assumption that most of these parkers could be induced to use conveniently�- located and relatively insxpensive �ff-street facilities. This is consistent with the foregoing estimate of an initi.al �'target" of 200 spaces or so. Conserva�ive predictions suggest that traff ic may be expected to increase at _ the rate of five per cent per year on the average. In the outlying, faster devel- oping parts of inetropolitan areas, such as in Hopkins, the rate may be considerably 1Blocks within which driver destina.tions exceed cars parked. , w r. � , � � � i � , i i Wi IW W' W' � ' >, ' '' w W W � > � ' . a � a� �� � a�' ' > ' ' :a : a , , ,,; ..,f; i�� � j �i� �� a . ' a a� I � � a � � j ' � '. � ��� _.� � , � � I I J � —�-- - �--- ` --- , ' , J� � � , � , -__ — , _ � —, .- ,__---- !__.l --- --- --J I ST. ST. N 0 RT H —'.--- ---• ; —-, �� ---� �--- � � � ' . � --� — — �--- ; � ; ; , � , ' ' ' \ PARKERS QXLY � I� . � � � I � � � � I .N � , i � J I' ;a � � .._ �� i _ . .. �.��^ . j � � _ � � _' ' '-- � - _\ � _ __ � `__� l ' � " , _ � „ _ -, . ; __ __; - _J �__ ' , _ _ r _ ----- ' , � , � = I �� _ ; -- - � i ' � � �--_____ L. , l L_ �- ._ - . i I ___ _ - --- - -- 1- __ . � .__ . _ ��. E X C E L S I 0 R A V E _ .__---- . , , . �� �, ' , � � I I j. , . - � � � - , , , � - , -- � -- , � _ �- -= -- - _. --- - � .. _ _�-- , �- --- - i --�� ' ' I �'�. ; ; ''r � ,, i� , I ; � ' I ; � �� i ,� ; ; �, i ; ! j ; �' ; � <:' ! • I ' � 'i ~. � '�. BAR $CALE: I"= 30DRIVERS . � � 1 � � � . .. . i I � -�-- �- � - - , (30% SAMPLE OF DRIVEPS CIRCULAPIIED OURING SURVEY) � I , � � � O� � �. �� �� _' �I,� � � � � -O7HER I �� � .I ST. . .' � . ST . i .. �.._ � L � . . �'. _ . .J � ; / . , _ . ; � ; TH � ,' I � � -BUSINESS -- SOU r� JL--" . , �— '•I — I� ._. II _._ I . �_____� I . � I_ _.�-- _ I II//'I r / I I. . .. � —WORKING � . I i 'i � � I � � �, , ; I I� I I I' I . j I m�., .,' I i .- _. � i � �� �� ' I � I ��' I � ' � SNOPFING i ;� �'N� j � =i I �I ��= � i I,�-�� ' , - ��J' ,, 'I � I - I i � CARS PARKED� `DRIVER DfSTINATIOMS IM i F � � � ' � IM BLOCK BY BLOCK IREGARDIESS O ' � I � I I � �� 7RIP PURPOSES WHERE PARKED) BV ' L—.J�_ � �— �---� ----_____ �. ___— ���� iRIP PURPOSES ST. SOUTH '__ ----------� 2 ND _ - i r--' --- '--, 1` . I I �� l ,, i.I �i � i� � ZONING AND PLANNING COMMISSION HOPKINS • MINNESOTA � °. Z°°� .°°. `°°. °°°� D E S T I N A T I 0 N S A N D � . LADISLAS SEGOE awD ASSOCIATES � � rY P � AN � � � � � o� S � � TANrs TRIP PURPOSES OF PARKERS C I N C I N N A T I • 0 H I 0 1952 59 � higher. Should parking demand keep pace with traff ic, as may be expected, the de- mand in Hopkins within 10 years, it is estima.ted, will be for some 300 or more off- .- street spaces in the downtown district, and within 20 years 400 to 500. While the foregoing estimates of required off-street spaces may seem high, they actually appear conservative when checked against generall,y-accepted ratios of parking area to commercial floor area.l It should be appa,rent, moreover, that street parking spaces close to destinations cannot be gained, but, on the contrary, are more likely to be lost. If the business district is to flourish, conveniently located and readily accessible spaces are essential. Thus the initial "target" of 200, and the long-range one of some 400 to 500 spaces must be accepted as realistic. Parking Plan The accompanying exhibit, T'Proposed Parking Lots," shows the recommended locations for four parking lots in the initial system. Becausa of develo�anents . since this Plan was presented in Hopkins (during the fall of 1952 and again in the spring of 1953)� an alternative to one oP the lots originally selected has been fitted into the scheme. Less attraCtive alternatives to the others are described herein. �nitia�. Off=Str�et Parkin� Svstem Bearing in mind that to best serve their purpose off-street parking facilities should be well distributed, as near the center of d�nand as possible, readily - ' � accessible and of appropriate shape, four sites withi.n or adjacent to the principal deficit blocks were selected originally. In precising these sites, account was taken not only of physical conditions of properties within the general areas, as determined by field inspections, but of proba,ble acquisition c�sts as revealed by assessed valuations. �-The block-fronts along Fxcelsior, between 6th and 12th Avenues, would support some 500 spaces alone, based on a very conservative calculation wherein the park- ing areai in the aggregate, would be one-half the round floor area of buildings along these block-fronts - a ratio of �:1. In this connection, it should be borne in mind that accepted ratios for suburban shopping centers are f rom 2:1 to 3:1 or mare - fr�nm�faur�•to s�x•times h�� 2:1 just mentioned. 60 " With the ma�or deficit to the south of bccelaior — in part accounted for by the greater supply to the north �nese th�re ar� sizeable customer parking lats — the � larger areas selected were to the south. One of these was on the east side of lOth Avenue, S�uth, and t�e other on the east side of 9th Avenue, S.nuth, across from the Post Office. An alternative to the 9th Avenue lot was taken under con— sideration after the Plan was first presented — this comprising the northerly 50 feet of the lot originally proposed, which parcel is vacant, plus church property directly east of this, extending 150 feet from the alley south, as shown in the accompanying exhibit, �'Proposed Parking Lots.�' The capacity of this lot would be about the same as that originally recommended, namely about 72 spaces. Although this alternate is not considered as well located in respect to developments pro— ' posed in the section on Public Buildings, for the reasons given therein, it would have the advantage, from the standpoint of operation, of access from two streets. _ An alternative to the lot proposed on lOth Avenue — on the west side rather than east side of the street — is favored by the City, and property here is ex— pected to be acquired for pa,rking. This alternative, although acceptable, is not considered. as desirable in point of location as the site on the east side of th e street. Accordingly, the original site is incorporated in the scheme portrayed in the accompanying exhibit. a lot here would accommodate about 70 vehicles. To the north of Excelsior, the lot proposed on 8th Avenue, North, between the present City Hall and a clinic, comprises three parcels of property (the southerly one vacant) and would acconanodate about �,0 vehicles. A lot at this location, rather than a possible alternate across the street, bears better relation to the customer lots on 9th Avenue than would the latter. The other lot proposed to the north of Excelsior is on the west side of lOth . Avenue, North. This comprises three parcels of property and would accommodate about !�5 vehicles. Due to anticipated private develo�xnent here, it may be that an 61 ' alternate will have to be accepted. If so, property directl.y across the street ma�y be selected. However, such a location, while generally sat,isfactory, is too close , to the l,arger customer lot across the alley and might not attract as many users as otherwise, due to this '�competition" nearby. The depth of the sites selected make it possible, as shown in the exhib�,t, to lay out part of the parking spaces at right angles (primarily for longer-time pa,rk- ers), and the others at a 60-degree angle (for the convenience of short-time park- ers, especial�y women, many of whom find it easier to m�.neuver in and out of such spaces}.l Each of the areas shown could be reduced in dimension by f ive feet or so in an east-west direction if desired (by narrowing the section where 6Q-degree parking is shown), in order to accommodate a planting strip between the sidewalk • and the parking lot proper. The off-street system described above would have a capacity of about 227 car spaces, this overall capacity bearing good relation to the current demand. The system desirably should be developed as a whole, to gain balance and best serve the downtown business district in general. Taking a reasona,ble service radius of 500 feet, these lots sh0uld benefit business properties along Excelsior, in greater or less degree, from bth to 12th Avenues, as we11 as on the side streets. To meet longer--range requirements, these parking lots as laid out can be extended, or the system can be supplemented by smaller lots on Ilth Avenue, North and South, and possibly Seventh Avenue, South. Financial Considerations During the course of this study, a number of f inancial analyses on different ` bases were prepared. It was then contemplated that meters would be installed in the lots and the meter revenues would be supplemented by special assessments against �Spaces along the east-west aisle in the lot on 8th and 9th Avenues, South, howevex, should be at L�5 degrees due to the width of the 9th Avenue part. 62 ' benefitted properties. Subsequently, the Chamber of Conu�nerce offered to underwrite the cost of the properties involved, provided the City would improve and operate . the lots with �rking free rather than for a fee.l Consequently, no useful pur- pose would be served by any further financial analyses. Chanaes in Parkin� Practices In order to free the streets of longer-term parkers who are preempting spaces needed by short-time parkers and at the same time bring the lots into fuller use, time limits if not fees for street parking should be m�xlified. Along Excelsior Avenue, between bth or 7th and 12th Avennes, metered parking should be limited to � one-half hour. On the side streets, north and south to the alleys, the metered l�mit should be one hour. Elsewhere on the side streets - between lst Street, � South, and lst Street, North - i,t would be desirable to strictly enforce a limit of two hours, if not one hour, and install Meters in due course along non-resi- dential frontages.2 If a fee were to be charged for parking in the lots, it would be reasonable to increase the street parking fees - to five cents per half-hour in the half�hour and one-hour zones, and five cents per hour elsewhere. Even though the off-street pa,rking is proposed to be free, consideration nonetheless should be given to chang- ing the street pa.rking rates as indicated. . 1Two lots - that described hereinbefore on 8th Avenue, South, and the alternative on the west side of lOt�i Avenue, South - were being acquired at the time this report was being readied for publication. 2At this writing, as the first step toward carryi.ng out the recommendations herei,n, an ordinance has been adopted extending the parking meter area limits and reduc- � ing the parking time limit from two hours to one hour on Excelsior Avenue. 63 ' PUBLI.0 SC HOOLS CONTENT� Patre PUBLIC SCHOOIS . . . . . . . . . . . . . . . . . . 64 Present Public School System . . . . . . . . . b6 "City" Schools . . . . . . . . . . . . . . 67 Outlying Schools . . . . . . . . . . . . . 69 Standards and Ob�ectives . . . . . . . . . . . 70 . Proposed Ptzblic School System. . . . . . . . . 72 Secondary Schools. . . . . . . . . . . . . 72 �'�:EjTIlBIT�'i�2T3R.'SC.hB10�:S`..'• . • • • • • • • • • • /+a �.. �.. . . ....,. . . ... . ' . � • • • . . • � . �r . . � , � Ta.� Existing Public Schools - 1953 • • . . . . . . . . 7? Propased Public 5chocl System - 1975 • • . . . • . 7g Exhibits __.•..� Followin� Pa�e Public Schools and Recreation Areas. . . . . . . . 78 � --- — -� � --- - - -- - - 6� - FUBLIC SCHOOIS Planning for public schools from the city planning point of view, tha,t is as ' part of a comprehensive city plan, involves determining the appropriate general locations and sizes of school sites and buildings in proper relation to all other relevant features or phases of the desirable future development of the community. From the educational point of view, school facilities should conform with the most advanced practices of school plant planning: they should meet the requirements of 1 administrative efficiency and economy, and should be conducive to the attainment of � the highest possible standards of education. In developing the recommended plan of I i public school facilities for Hopkins and environs, careful consideration was given i to widely accepted principles and requirements of school plant planning from both � the educational and city planning viewpoints. Boards of education are faced from time to time with the question of where and - how additional school facilit�.es ahould be provided, pr existing, obsolete facili- ties replaced. They must decide whether it is pref erable to add needed rooms to an existing building, or to build a new school on the present site or at a new location. As far as educational and administrative requirements are concerned, boards of edu- cation are of course best qualified to make such determinations. However, even with the care whieh such boards usually exercise in the selection of new sites and the ' prvvision of new building facilitie�, mistakes are possible owing to the limited I � information customarily available to them about the broader questions of the prob- able growth and desirable future development of the community. In Hopkins, where the school district (Independent School District No. 225) is a consolidation of several independent districts extending in diff erent directions two to three miles beyond the city limits and embracing some 2l� square mi.les {more i than six times the city area of less than four square miles), the problem is even i more complex. Less regard need be given city limit lines; and with many pupils 65 _ transported, the spatial relationsh�p of schools and even the size of individual schools may be held as less important than in a city system where most if not all of the resident pupils are expected to walk to school. In the Hopkins area, spatial relationship may be considered secondary to overall pmpil capacity. However, it seems a desirable ob3ective for the schools within the city and the urban and urban- izing environs - the Hopkins urban service area - to be so located, and of such size, as to accommodate pupils f rom logical attendance districts without their having to walk excessive distances or be transported. In making this study, existing school facilities were investigated, recent trends in enrollment were checked, and prognostications were made of probable future enrolLnents to 1975 in the light of the anticipated overall growth in population and the indicated trends in its age composition. The recommended changes in the present school plant - the schools proposed to be built, enlarged or abandoned, the pro- posed location and extent of new sGhool sites and additions to sites to be retained - take full account of the long-range trends, prospects and needs as indicated by the basic studies of the City Plan, and have been thoroughly coordinated with all other f eatures of the Plan. The following assumptions were made in this study of the desirable development of public school facilities in the Hopkins area: (1) That the City Plan will be adopted and carried out progressively over the years; (2) That the prognostications of population growth and age composition, on which estimates of future school enrollments were based, will not be invalidated by drastic . changes in the trends now indicated; (3) That the schaol system will be operated on a 6-3-3 basis - first to sixth grades (plus kindergarten) in the elementary schools, seventh to ni.nth in junior high, and tenth to twelfth in the senior high school; 66 (l�) That approximately the same proportion of the popula,tion of elementary school age will attend the blic schools as at present, while a somewhat higher ` proportion of tha.t of junior and senior high schools age than at present may be ex— pected to attend the public secondary schools; (5) That the ultimate boundaries of the school districts will be substantially as hereinafter proposed. Present Public School System The Hopkins School District (Independent School District No. 225) contains eight active schools - six elementary units, a �unior�� high and a senior high school. The two secondary schools and three of the elementary units (Katherine Curren, Harley Hopkins and Alice Smith) are located within the city. The �'city" schools � accommod.ate both resident and non—resident pupils — from kindergarten through sixth grade in the elementary units, grades seven thrdugh nine in the junior high school • and grades ten through twelve in the sanior high school. Of the three aiztlying schools, Burwell accommodates kindergarten through eighth grade, and serves a part of the city — namely, the greater portion of the section �ying north of Highway 7. Glen Lake School accommodates kindergarten through third grade, and Oak Knoll,l kindergarden through sixth. The Beard of Education has approved plans for a new high school on a 2k—acre site on Highway 7, and also has acquired a 15—acre site for a new Glen Lake School. Data concerning physical conditions and enrollment are contained in one of the tables at the end of this section, "Existing Public Schools — 195�•" In the following, the elementary schools are appraised in consideration of their age, location�,_'si,E,� characteristics, logical local attendance areas and other factors. 1Brought into the District late in 1953• b7 " "Cit_y" Schools -- ._.._ Katherine Curren This mod.ern elementary school,located at Excelsior and 16th . Avenues, was constructed in 1949. It contains 12 classrooms plus kindergarten, accommodating children from kindergarten through sixth grade. In certain respects this school is not too well located: a substantial part of its attendance district is to the north of heavily traveled Excelsior Avenue, and the building�s proximity to this street is not desirable �epk�:f's� 1�king th�.,y»�$t�����,�utE,3��,rreadily visible by the many pa,ssersby. The populatian in the section between Fxcelsior Avenue and 2nd St., South, is more or less stabilized numerically and tending to diminish. In view of this, a site north of Excelsior might have been preferable. Considering only walking distances from parts of a natural attendance district �- - the area bounded by the wester�y city limits, Highway 7, the Great Northern Branch line and the M & St. L. Railroad — a single school, in lieu of Katheri.ne Curren and , the newer Alice 5raith School, located at about the center of the araa �ust described, wauld appear to have sufficed. Howe+¢er, the prospective population in this area would produce too large an enrollment for one elementary school. Hence, the two schools servin� this genera'1 area are considered desirable and the location of the Katherine Curren School is acceptable in this context. The present site of 4.7 acres is below the acceptable minimum area, as brought out in a discussion later of standards. Harlev Ho,�kins This building at Monroe Ave. and lst St., South, was originally constructed in 1926, but the greater part has been built in successive stages since World War II — in 1946, 1949 and 1953• The structure contains 18 rooms designed for grades 1 to 6, of which 17 are so used, plus kindergarten. This school will be ade— quate structural�y for a long time to come. In the light of standards discussed , later, the school plot of five acres is the mini.mum considered acceptable. 68 " The school is reasonably well located in relation to its natural attendance district, even though children in certain parts are somewhat distant - in the easter- _ ly pa,rt of Interlachen Park, in the vicinity of La.ke Street and Mon�: Avenue, and those to the southwest (west of Washington Avenue). However, from the standpoint ot' the prospective population within such an attendance area, the school is at an acceptable location. Alice Smith This school, located at Minnetonka Mills and Sth Avenue, North, is a fine modern structure built in 1952. The building contains 16 classrooms for grades 1 to b, plus kindergarten. In respect to location this school has somewhat the same shortcomings as Katherine Curren, in that kts site adjoins heavily traveled Highway 7 and is close - to the northerly edge of the principal pa,rt of its natural attendance district. However, topographic separation, with the site at a considerably lower elevation , than Highway 7, mitigates the effect traffic on this highway would otherwise have on this school; and, for the reason advanced under the Katherine Curren discussion - namely, that one school to serve the entire attendance area would be too large - the � location is considered satisfactory. The 10-acre site is substantially larger than those of the other city schools. Junior Hi�h School The Junior Hi.gh School, located at Fxcelsior and 13th Avenues, was built in 1923 and contains 21 classrooms aecommodating grades 7 through 9• The building apparently is substantial and well maintained, and, acaordingly, should serve for a considerable time to come. Iis location is satisfactory from the standpoint of the principal part of its attendance district - that is, the portion ' of the city lying eouth of Highway 7 and west of the Great Northern Railroad branch line. Pupils in the easterly and northerly pa,rts of the city, however, and in the parts of the extended school district outside the city limits, are beyond the walking distance considered aceeptable for children of junior high age. The site of the school of about 3•5 acres is supplemented bq the 10-acre pla,ying field to the north. 69 ' Senior Hi�h School The present Senior High School, located at Excelsior and 15th Avenues, adjoins the Katherine Curren_- School to the west. It was constructed _ in 1908 and contains nine classrooms accommodating pupils in grades 10 to 12. The building is inadequate in a number of respects - it �s too small, Zacks the specia2 rooms and facilities of a modern high school, and has a limited site of less than five acres. The location was reasonably satisfactory before the Oak Knoll District, discussed la,ter, was brought into the Hopkins District, but now is too far south of the geographical center. Due to inadequacies of the present high school, a new site of 24 acres on the north side of Highway 7 was acquired by the Board of Education,and plans have been approved for a new high school and ad�acent playing field at this location. Con- - struction is expeCted to get underway in 1954 With completion scheduled for the fall of 1955. Outivin� Schools Within the 20 or more square miles outside the city in School District No. 225, there are at present three active schoolsl: Glen Lake, accommodating grades from kindergarten through third; Burwell, with kindergarten through eighth; and the recentiy incorporated Oak Knoll School, with kindergarten through the sixth grade. In addition, the Board of Education has acquired a 15-acre tract as the site for a new Glen Lake School. Of the three active schools outside the present corporation, two - namely, Glen Lake and Burwell.-are of concern in this study. The lx ation and grades to be housed in the future Glen Lake Schooll't�ve a bearing both on the location of another school and the acco�nodation of certain grades from within the urban ' service area. The Burwell School is of concern because its attendance district, as brought out later, includes a section of the city and part of the urban service area _� 1Shady Oak School, �outh of the city on County Road 61, is closed. 70 " to the west. As in the case of the �fCity'P schools, pertinent data relative to these outlyi.ng buildings is contained in one of the tables at the end of this section, _ r'Existing Public Schools — 1953." Burwell This school, located on Minnetonka Boulevard, west of the city, was originally constructed in 1921 with additions in 191.�8 and 1952, bringing the total number of rooms to 12. As stated above, this school serves pupils from kindergarten through eighth grade. The district extends eastward to embrace the northerly part of Hopkins itself. The site is approximately five acres in size, the minimum accept— able for an elementary school. Gle_n Ia,ke This building, on County Road No. 3, west of the city, accommddates kindergarten through third grade, with the fourth to sixth grade pupils in the • attendance area going to Alice Smith School. Oak_Knoll The Oak Knoll District was incorporated in District No. 225 at the ti.me of this writing. The school building, located on County Road No. 73 north of the city, contains ten rooms, six of which were added to the original structure in 1952• Grades from kindergarten through six are housed here. As this school and its present and prospective attendance district are beyond the ui�ban service area, no further attention will be given to it other than to suggest that its location should be accepted as appropriate in relation to the other existing schools and those proposed later for the public school system of District No. 225. Standards and Ob,jectives In arriving at the conclusions and recommendations of this study, certain widely accepted standards — appropriately modified in the light of local conditions � � were observed with respect to location, minimum site size, minimum and optimum build— ing size, districting, etc. Elementary schools should not contain less than six classrooms and si.z grades, and desirably not more than 20 classrooms. C1ass sizes in elementary schools should 71 not exceed 30 pupils per room, and the enrollment, accordingly, should not exceed 600 or so. Elementary school sites, wherever possible, ought not be less than fiJe acres and desirably larger; and walking distances should not exceed two-thirds to three-quarters of a mile - suggesting �hat elementary schools should be about a mile or so apart, other conditions being equa,l. Secondary (junior and senior high) school enrollments should not be less than 300 - desirably 700 to 1500 in the case of junior highs and 1,000 to 2,000 for senior hi�h schools. The average classroom should contain fewer pupils than in an elementary school - desirably not more than 25. Secondary school sites ought to be at least 10 acres; and preferably should be 15 to 30 acres in size - including an athletic ffald which need not necessarily be on the same site as the school� S�condary school pupils in grades 7 to 9 ordinarily should : not be required to walk more than one and one-quarter to one and one-half miles td school; whereas high school students may be expected to travel somewhat farther if necessary. In arriving at the requirements which Hopkinst future school system should be designed to meet, account was taken of the present and expected fizture population, its distribution in the city and the urban service area, and the proportions of the prospective population in different sections that may be expected to attend public schools. Enrollment factors, representing the proportion that the public school enrollment is of the total population were determined for 1953• Then, based on 1975 population prospects of the community and the probable spatial distribution of the population at that time, along with trends in age composition (discussed in the section on Population), 1975 enrollment factors were estimated for determining the . prospective enrollment and the required number of classrooms for the various units in the future public school system. In selecting the most appropriate locations for schools, full consideration was given to the age, condition and adequacy otherwise of the present units. Naturally, 72 ' every effort was ma,de to incorporate in the proposed system a ma�ority of the exist- ing facilities. No specific recommendations are raade herein relative to special _ rooms or facilities (such as special classrooms, auditoriwns, cafeteri.as, gymnasiL�ms, libraries, and the like), as these are not within the scope of this study. Proposed Public School System As indicated above, i.n developing the plan of the proposed school system, shorr� in the accompanying exhibit, ��Public Schools and Recreation Areas,'� the estimated resident population in 1975 - overall and from seation to section in the urban service area - served as the basis for determining prospective enrollments and room requirements. Nine of the ten schools proposed ultimately for District No. 225 are within or • ad3acent to the urban service area as delineated in the 'tLand Use Plan" in the section of that title. Of the nine schools: five (Burwell, Katherine Curren, Harley Hopkins, Alice Smith, and the Junior High School) are existing schools; one (the nei� Senior High School) is scheduled for early construction; another (Glen Lake) is expeCted to be relocated in due course to a new site already acquired, and is proposed herein as an �lementary-3unior high school; and two are proposed new schools - one of these elementary and the other a combination elementary-�unior high school. In the proposed system, accordingly, there will be one high school, one �unior high school, two combination elementary-junior highs, and five elementary schools� These are described in the following; and perti.nent data relative to prospective enrollment and numbers of rooms are contained in the table "Proposed Public SchooY System - 1975" at the end of this Section. • Secondary Schools Senior Hi�h Sc_ hool The new senior high school, as stated hereinbefore, is to _ be built on a 21�-acre site on Highway 7 across from the Alice Smith School. This school, it is understood, will have 2� academic classrooms, a gymnasium seating 73 ' 2,400� and other facilities including shops, laboratories, library and lunchroom. The building is planned to accommodate up to 2,000 pupils and an athletic fiel� is _ to be provided on the site. A pedestrian subway is to be built under Highway 7, connecting with the Alice Smith aite and affording safe crossing to students from that part of the attendance area of the high school to the south of the highway. After the new school is completed, it would seem wise to ratain the present High School building so long as this can be economically ma.intained - either for classrooms to provide for "overflow�� in certain parts of the school district or for administrative or other non-classroom purposes. Junior Hi�h Schools It is estimated that by 1975 there will be within the urban service area as many as 1,250 children �f �unior high school age who can be expecte�. , to attend public school. This number could be accommodated in one �unior high school, but would �ustify two schools to gain the benefits of better spatial distri- I bution with few children having to be transported. In the territory beyond the urban service area, junior high pupils will likel�p number several hundred. Thus, even three schools with �unior high grades may be 3ustified within the next 20 years or so. Before making specific recommendations in regard t� �unior high schools, it would be well to discuss the spatial relationship of the schools generally. Withi.n the urban service area, gaps between circles of three-quarter mile radius centered on the existing elementary schools are most pronounced in the northerly part of the city and to the southwest. This suggests that, if other things are equa,l, two nsw schools to serve these areas may be needed. ' The prospective population in the northerly-northwesterly sections of the community - beyond the "normal" service areas of Burwell and Oalc Knoll - would pro- _ duce an enrollment of some 300 to 350 elementary pupils (gr3desl-6),�ustifying a 10 to 12-room school. A school here, in the vicinity of Minnetonka Boulevard and Caunty Road 73,would be nearly one and one-half miles from the present �unior high, and parts 74 ' of the school attendance dietaiot �d-be f�rtfi�r; 7ai t�'s�r, of��,}�,��;,g���;i$h� ;�;�,t.�,a:.. Curren, Harley Hopkins, and Alice Smith attendance districts, as herein proposed, ., would produce enough junior high school pupils to fill or more than f ill the ava�l- able �apaa.ity at the present junior high school; and considering further that the location at Minnetonka Boulevard and County Road 73 is well �`elated to the Burwell and Oak Knoll schools: a combined elementary-�unior high unit here �o se'rve the northerly and northwesterly parts of the school district appears logical. Indi- cations are that, by 1975, as many as 600 or more �unior high pupils would attend this school, justifying 20 to 2!� rooms. To the southwest, a new elementary school in the vicinity of County Road 3, to the west of Fairview Avenue - about midway between Katherine Curren and the new . Glen Lake School - would round out the system for the foreseeable future. Junior high pupils from this district and Glen Lake would be accommodated at the new Glen f La.ke School - proposed as a combined elementary-junior high school. Most pupils within the service area of the new school (designated as 'P�xcelsior" for convenient reference) would be within the "allowable'� walking distance of the proposed �unior high. Should population growth in the more distant future ,justify an additional elementary school to serve the extreme southwesterly parts of the district which are too far from the proposed Glen Lake School, providing for �unior high grades at new Glen Lake makes even more sense. Attendance in grades 7-9 apparently would approx,- imate 400 by 1975, necessitating about 16 rooms. Elementarv Schools - -_.__._ The locati�n of elementary as well as secondary schools in the proposed system ' is shown in tha accompanying illustration "Public Schools and Recreation Areas;" and data concerning prospective enrollment and number of classrooms (exclusive of kinder-� . garten rooms) are given in the table "Proposed Public Schools - 1975" - both of which have been referred to earlier. While the map and table are reasonably self-- explanatory, a few comments concerning the elementary units in the system seem desir- ?5 , able. These are made with the qualification that the enrollment data for the Burwel'�. and �Zen Lake Schools are necessarily rough approximations, because the attendance areas of these �chools w�uld be beyond the urban service area f�r which more real- ' istic forecasts of population can be made. Burwell The enrollment here (grades 1-6) in 1975 may be 500 or more, �ustify^ ing 16 to 20 rooms. As proposed above, the junior high pupils in the attendanee area would be housed at the new school in the vicinity of Minnetonka Boulevard and County R�ad 73 (designated as "Minnetonka" for convenient reference). It would be desir- able to enlarge the Burwell site, but the diff iculties of doing so are obvious - with the present site bounded on all sides hy roads and private building development nearby. Nonetheless, efforts should be made to enlarge the site. Katherine Curren Classroom �apacity of the present school is adequate to accommodate the elementary pupils f rom the attendanee area indicated in the exleibit MPublic Schools and Recreation Areas.'� It is estimated that by 1975 this area wil_1 produce some 250 to 300 pupils in gradas 1-6. The 12 rooms at this school can accommodate these pupils with a very satisfactory pupil-room ratio. The �ite is small, but, could be supplemented by the pre�ent high school site - if and when the high school building is removed or if this should be used, as may be likely, for other than classrooms. a'Exeelsior'P This proposed school, it is estirn3ted, woulsl be aalled upon with�- in the next 20 years or so to care for some 350 to 400 pupils in grades 1 to f�. Such enrollment would justify I2 to 14 classrooms. A site in the general vicin�.ty previously indicated - desirably of about 10 acres - should be ac�uired well in _ advance of actual need to avoid property being preempted for private building devel- v�xnent.l 1The 'tLand Usa PlanT' designates a specific location for this school, but it should be understood that this was done merely to suggest appropriate relationship of such site to the indicated street pattern. Other possible sites in the general vicinify may be eq,ually as satisfactory if not more desirable than that shown. 76 Glen Lake Indications are that the elementary enrollment at this school within the next 20 years may reach approximately 450. This suggests ].4 to 16 elemPn— tary classrooms. As brought out above under the discussion on Junior High Schools, u there may be as many as 400 pupils in grades 7 to 9, justifying about 16 classrooms. The new site recently acquired for the Glen Lake School is quite adequate in size, but lacks satisfactory accessibility. This should be corrected in due course as the area around is further subdivided and developed. Harley Hopkins It is esti.ma,ted that the logical attendance area of this school within the city of Hopkins will produce from k50 to 500 or more pupils in grades 1—b. The 16 rooms presently available can readily accommodate this many. Should pupils from a section of Edina continue to be enrolled here, either additional rooms may be needed in due course or the average number of pupils per room will have to be somewhat greater than desirable and recommended herein. The site is somewhat small but there is no practicable way of enlarging it except at very considerable ' expense. As an alternative, provision of supplementary playgrounds to the soutk,rest and northeast of the school are recommended — described more fully in the section or. "Recreational Plan.�� "Minnetonka°f Elementary publie school enrollment from the logical attendance area of this proposed school may be expected to range between 300 and 350 or so by 1975. This would justify 10 to ].,f� classrooms for grades 1 to 6. As proposed earlier, a ,junior high unit should be provided here, as well, t�o accommodate about 600 or m��re pupils by 1975. Some 20 junior high classrooms would be needed to house the antici— pated enrollment. A site of 15 t� 20 acres would be desirable for the combined unit, . in order to properly allocate space for pupils in the elementary and junior high parts.l lAgain, as in the case of 4tExcelsior" the site shown in the �'Land Use Plan" is merely suggestive of the desirable relationship of a site to the snrrounding street system. An equally satisfactory or even better site may be found elsewhere in the �g.eneral vicinity. , ► � r , � i EXISTING PUBLIC SCHOOLS - 1953 Hopkins, Minnesota No. of Approx. Est. Enroll. Date �f Class- Site Area =:_E�_Q.l��rrt� �a�l. i953 Population Factor Name � �oeation Const. roomsl (Acres) Resident Non Res. Total (In Hopkins� (Resident Elr ement�Gradea 1-6) Burwell Minnetonka Blvd, 1921,194g, 12 5•0 31 258 289 500 0.065 1952 j Katherine Curren Excelsior at 16th I►v. 1949 7-z 4•7 160 ].1a.3 203 1,650 0.09 Harley Hopkins Monroe l�ve. at lst St. 1926, 1946, So. 1949, 1953 18 5.0 35g3 g0� 43g3 2,850 0.12 Alice Smith Minnetonka Mills at 8th kve. No. 195z 18 10.0 33� 170 508 t�,500 0.075 Glen Lake2 County Road 3 - 4 3.0 - llb llb - - � Oak Knoll County Road ?3 - , 1952 IO - - 256 256 - - Junior High (Grades 7-9) Junior High School Excelsior at 13th Ave. 1923 21 3.54 449 � 535 9,500 0.01+7 S enior Hi� (Grades 10-12) Senior Hi.gh School Excelsior at 15th Ave. 1908 9 4•g 299 21g 517 9,50� �•033 lExcelusive of kindergarten, 2Grades 1-3, 3xpproxima.te, because in making adjustment fer Edina residents the division between kindergarten and grades 1-6 was not avai?a.�.�.�-- �+The adjoining athietic field is 10 acres. / ,` � � , f 'r ` r PROPOSID RUBLIC SCHOOL SYSTII� - 1975 Hopkins, Minnesota Est. Est.. TotaZ Recommended =A� :�:,�;�, Est. Pop. of Enroll. r'►pprox. Classrooms Gross Sita to �e .+oqu.i:ed Name I.ocatiun Schaol Dist. Factor Enroll. Needed (Acres) (�c�:�^s .-._..-,.�.._...� Element� Grades 1-6 BurwelZ Minnetonka Blvd. 2/ - 500 - 550 16-20 10.05 5.0 Katherine Curren Excelsior r�ve. 2600-3250 0.09 �50 - 300 12 /�.75 _ ��Excelsior't County Road 3 45�� 0.0$5 350 - 1�00 12-14 10.0 10.0 Glen Lakel Near County hoad 3 2/ - �.oa - .�50 11�.-16 15.01 - Harley H�pkins Monroe Ave. 1�150-4750 0.11 L�50 - 5003 I8 S.QS - ��+Iinnetonka"1 Minnetonka Blvd. 4150-4750 0.075 300 - 350 10-It,. 20.01 20.01 Aiice Smith Hwy. 7 l+75�-5250 0.08 375 - 1�2� 18k 10.0 - 2�5� -2975 � Junior Hi�h(Grades 7-9) Hopkins Excelsior Hve. 11,500-13,250 0.05 55� - 650 21 3.56 - Glen Iakel Near County Road 3 2� - 375 - 4252 16 15.01 _ 1eMinnetonkat'1 Mi.nnetonka Blvd. 2/ - 600 - 6502 20-24 20.01 20.01 1525 -1�25 9enior Hi�h(Grades 10-12) Hopkins Hwy. 7 2/ - 1250 -1500 - 24.0 - ______,.�.- �or�bined elementary-junior high unit. 2 For areas bey�nd "urban service area," enrollment was estima.ted_ independently, based on overall growth trends and projections in the general Hopkins area. 3 Residents of Hopkins. 4 The present number, which appears greater than will be needed.. Refer to text for comment. 5 Refer to text> b Ten�acra pla;�ing field ad3oins the si�e. C I N CIN N 1 1 1 - b N 10 1353 G 0 M p R E N E N 5 1 Y E G 1 T Y p L A N N O p K 1 N 5 M I N N E S b 7 A 79 � R E C R E A T I 0 N P L A N CONTIIJTS R Pa�e RECREATION PLAN . . . . . . . . . . . . . . . . . . 80 General Recreational Requirements . . . . . . . 80 Types of Recreational Areas . . . . . . . . 81 Present Recreational Facilities and Needs . tl . g3 Proposed Park and Playground_�System . . . . . . 84 2deighborhood Park—Playgrounds . . . . . . . 66 Playf ields. . . . . . . . . . . . . . . . . 88 City Parks. . . . . . . . . . . . . . . . . 89 Tab e Present and Proposed Recreational System. . . . . . 90 Exhibit Followin,� Public Schools and Recreation Areas . . . . . . . . 78 80 . RECREATION PLAN General Recreational Requirements Recreation in the open air naw is generally recognized as indispensable for the proper physical and mental health of both children and adults; and the provision and operation of parks and playgrounds for this purpose is likewise �enerally recognized as an essential public function and responsibility.l A balanced public recreation system, in accordance with prevailing standards, should consist of parks and play areas of several distinctive types affording a wide range of recreational opportunities - so distributed in the community as to be conveniently accessible to all. ' Public recreation facilities are needed the year around and Por all age groups of the population. The usual types include playgrounds and playfields for active . recreation for children, yeuths and active adults; parks for semi-active and passive recreation for older people and the very young, as well as for family groups. Such facilities have demonstrated thair value in combating crime� delinquency and acci- dents; for enhancing the attractiveness of the comcnunity; and for making it a generaL�y more desirable place in which to live. Thare are two general standards widely recognized in measuring the adequacy of recreat3Jona1 areas in the cornmunity. The first is that there should be one acre of recreation area avail.able per 100 population;2 and the second, that 10 per cent of the land in the city shou.ld be devoted to recreational uses. TMeee standards often are difficult to meet - even in the larger communities or in metropolitan areas where � a full range of recreational facilities is justified. l�ore important, however, than aggregate acreage, in some respects, is the composition by types and the spatial dis- 1Parochial school grounds,a p ivate or commercial recreational facilities, such as golf eourses, swimming pools, etc., complement the p�blic recreation system and should be taken into account in determining averall community requixements. 20f this, three-tenths to five-tenths acres per 100 population desirably should be in neighborhood playgrounds, playfialds, and neighborhood parks. 81 , tribution of the total recreational acreag� in determini.ng the adequacy of a recrea- tion system. Different types of recreation areas are required to meet the needs of different population groups, and these should be so distributed in the community as to be conveniently accessible to the groups thay are intended to serve - otherwise they will not be used and thus will not be effective. T_ypes of Recreational Areas Public recreation systems usually consist of two general types of areas: (1) playgrounds and playfields, and (2), parks. Playgrounds and playfields include - (a) children�s playgrounds for children from 6 to ].L, years of age - that is, generally of elementary or junior high school age;l (b) pl,a,yfields for youths over 1l�, years of age and for activa adults - including high school playfields, neighbor- hood playfields and athletic fields other than those intended primarily for high school use. Parks ordi.narily include (a) neighborhood parks; (b) la,rge in-town or city�ride pa,rks; and (c) outJ�y�ing parks and reservaEions. There are in addition certain special types of recreation facilities - provided generally in c anbination with the above-mentioned areas - such as swia�ming pools, tennis courts, golf courses, camp sites, picnic grounds, community cent�rs, band shalls, outdoor theaters, and the like. Of' the �oregoing park and play areas, three are considzred of primary importance to Hopkins - namely, playg�ounds, pla,yfields and neighborhood parks. City-wide parks, especially the large onas, are considered a somewhat obsolete type of �ecreation area. Now that most families own automobiles and hav� ready access to the aper� country or ` large outlying parks and reservations (established by federal, state, county and , local governments), people prefer these when seeking natural surroundi.ngs, privacyy quiet, and contact with nature. However, whare unusual],y attractive natural features eacist in or adjacent to the city, fair-sized city parks serving the antire city or a considerable section theraof stil.l have their place. 1Play-lots (°Ptot-lots") for children of pre-school age often are provided in connzc��- ion with recreation areas for other age groups. g2 , Playgrounds are intended for children of elementary ar� �unior high school age, as already mantioned. Such playgrounds are considered log�.cally an integral part of the public school system; and when the schools are appropriately located and spaced, and have adequate sites (conforming to standards groposed in tha section on Public Schools), few children will have to walk more than one-half or three-quarters of a mile to reach a school playground of ample size for their needs. To provide space for th� required or desirable play activities, along with border planting for the protection of surroundi.ng residential areas, th�se playgrounds should be from two and a half to five acres in size, and d�sirably largar. Plavfields are intended for boys and girls of senior high school age� young men and wom�n, and for active adults.l These desirably should be from 15 to 20 acres + each in size if a full complemant of recreation facilities and other features is to be provided - although it is possible to use an area of about 10 acres for a play- fiald with a more limitad ranga of recreational aetivities or one serving a rela- tively small ar'ea ahd population. Because of the activities customary on a large playfield, this may easily bacome objectionable in a residential neighborhood, unless careful attention is given to its location and ]ayout. Accordi.ngly, a playfield should be so designad and so screenad with generous border planting as to mitigate its objectionable features. Nei�hborhood pa.rks, in general, are not as necessary in Hopkins � with its open and predominantly single-family type of residential devalopment - as in more closely developed citie5 or in those where a high proportion of the population is in the older aga groups. Where justified, such parks should ba within a half mile or so of _ the areas to be served. Accordir�gly, they may adjoin or be combined with school sites� but also ma.y bz located separately. �-Generally, ona such playfield is �usti.fied for each 10,000 of the total population. , �3 Presant Recreational Facilitias and Needs Tha acreage of public recreational areas presently available in Hopkins is deficient - comprising less than 50 acres in the aggregate, including all of the y school grounds now develop2d, but excluding the f ormer Fair Ground�s and also the recently-acquired high school site.l Other than the school sites, the usable pub- lic recraational areas e�nsist principally of Dow Park, which has no special facili- ties, and the playfield - Parkridge Park - on Minnetonka Mills Road. Based on the previously mentionad population standard, the 50 gCres of present�y daveloped recreational sites in the city is th� minimum to serve the present commun- ity, and is short of the 125 to 150 acres of neighborhood facilities, plus playfields, that will be needed to serve the city and its urban and urbanizing environs in the future. For the purpose of this study, 150 acres ha5 baen taken as the "target�s within the Hopkins urba,n service area. For the purpose of planning certain types of community facilities� including � recreation areas, the city of Hopkins and its environs - the urban service area - may bz considered as being made up of four relatively distinct sections, plus part of a fifth, separated by promir�ent physical features such as tha railroads or major traffic streets. �f these general sections of the community, ona, in the central part of the city, is divided for purpos�s of this st�ly into two sub-naighborhoods. These sections were used as a guide in establish�.ng future requirements of the types of facilities needed for a properly balanced recreation systam. The pri.ncipal playgrounds to serve the ab�nre-mentionad major sections of the city will be those located at the schools. Supplan�ntary playgrounds of modest size, for the smallar children primarily, should, however, be established elsewhera to sarve parts of the community somewhat distant from the schools - these to be comlbined, 1 - genarally, with naighborhood parks. On the basis of the commun3.ty�s popul�a,tion pros- 1 pects, if not its physical features, two playfields for genaral use ought to be suff- icient, plus the playing fields at the new high school and at tha �unior highs. lIf these two sites were included, tha total would be over 90 acres. Sk � As a general rula, there should be a neighborhood �rk-playground within each of the aforemantionad sactions - to supplament the school play-yards in tha case of residantial areas somewhat isolated and distant f rom the schools, and to provide as well faciliti�s for passive recreation naeded for the adult population. Large city parks would seem unnecassary in Hopkins, in view of tha considerable acreaga in the Minneapolis park system, including tha golf course directly east of th� city. Proposed Park and Pl.ayground System Tha proposed recreational systam for Hopkins, shown in the pla,n entitled "Public Schools and Recreation Areas," contains a total of 11,.5•5 acras, divided among tha different types of facilities as follows: Existin� (A�r�s) Proposad ,�Acres) _ School Sites 3g,01 92.0 Neighborhood Park-Playgrounds 3•62 25.0 Playfields �p 2g.5 48•g v+5•5 The total acreag� approximates the desirable '�target" of 150 acres� The pro- posed systam should prove quita satisfactory, it is balievedj in view of the proposed distribution of the sitas bacausa the Burwell and Glen Iake School sites, and Shady Oak Beach supplement the system, and bacause of tha very cons�derable aereage of tha existing regional parks located within reasonabl� driving distance of Hopkins. It may ba notad that distinctions are made on the plan, by means of symbols� batween zxisting and proposed sitzs and between tha various types of recreation areas. The different featuras or elements of this plan have been fully integrated with one � another. The proposad syst em for the urban service area includes: l�xcluding the new high school site; also axcluding Burwell and Glan Lake Schools in the anvirons - both outsid� tha urban sarvice are3 although serving part of the population within this area. 2E�cluding undavaloped city-owned property along 21st Ave., North. g5 . a. Five school playgrounds at school sites - Katherine Curren, 'sExcelsior,4t Harley Hopkins, "Mi.nnetonka" and Alica Smith, plus the playing fields at tha present Junior High and thz new High Scho�l. At the zdga of th� urban service areas is the Burwell School and playground; and, just outside the urban service area, Glen Lake School.l b. Five neighborhood park-playgrounds, plus Dow Park which is in- cludad in this group. c. Two playfields, plus those at the schoals. Bafore describing thesa, mention sheuld be made of th� way th� community is divided into 'sections or naighborhoc�ds - within each of which educational and recre- ational facilities ara to b� pravided in accord with prevailing planning practice. Within the urban service area there are four naighborhoods plus pa,rt of a f ifth. One of these is divided into two sub-neighborhoods as mentioned earlier. � In general, thz neighborhoods are cantared on zlemzntary schools, the exczption being tha central part of the city whare sub�-neighborhocds are centered on the Kath�rine Curren and Alice Smith schools. The neighborhoods are as follows: l. Harlay Hopkins - comprising tha sections of tha c ity lying to tha aast of the GrLat North�rn branch lina and to the south of the Milwaukee Railroad. 2. The sub-n2ighborhoods in tha czntral part of the city - comprising the attendance districts of thc Katherine Curren and Alice Smith schools. lSoma distancz outside the urban service area is the Oak Knc,ll School - in the Hopkins School District - where recreational facilities should ba available to the tributary population. 66 3. 9'Minnetonka�o - comprising the graater portion of the section of . the city to th� north of Highwa,y 7, and cxt�nding wastward to the branch line of the M. & St. L. 4. PrExcelsior1° - being the pa,rt of the urban sarvice area to thz west of tha city, extending southward from Highway 7 to the Milwaukee Railroad and slightly beyond, and westward to County Road 60. 5. Burwell - comprising the northwasterly pa,rt of the urban service area and sections beyond to the west and north. Each of the faregoing neighborhoods or sub-naighborhoods, as mentioned earlier, is centered on an elementary school.l In the following the proposed recreational facilities are described.2 Tha pa,rk-playgrounds are discussad under the several nzighbarhoods in which they are located, and the oth�r f acilities, although mentioned _ undar the neighborhoods, are discussed more fully later. Nei�hborhood Park-Play�rounds Harley HoAkins Because of tha elongatad shape of this neighborhood, threa neighborhood park-pla,ygrounds are proposed, to suppl�mant the rather i.nadequata play- yard at Harley Hopkins school - one ("South�') to the southwest,3 another ("East,r' which is an anlargzment of an existing playground) to the northeast of the school, and a third ("Interlachen'�) to the aast of the sdhool4. These and other recreational areas proposed are shown in the accompa,nying exhibit tPPublic Schools and Recreation Areas." Katherine Curren As explainad in the section on Public Schools, the Katherine Curren sohoo]. grounds are inadequate, but these may be anlarged in due course by ex- pansion onto the present high school grounds whan the high school will no longer need lIn the case of "Minnetonka" the school. is propos�d to hous� elementary and juni�r high grad�s as well. 2Names have been assigned t� the proposed facilities merely for the purposes of con- - venient identification. 3City-owned property north of 7th Street, South, desirably should be given up for a lax�ger area to the south of 7th - so as not ta have an area divided by a secondary thoroughfare. 4At "Intzrlachen," the city now owns 1.8 acres (including a secti�n of street). Desirably, this should be larger, but may prove quite adequate as a supplementary pla.yground primarily for children of prim�ary grades. ,g,r , to accommodate pupils. Dow Park, which is subject to enlargement, is located in this . sub-neighborhood and so are the former C�unty Fair Grounds. The latter (mentioned _ later under Playfields) should be dPveloped gradually as a community�-wide recre- ation area with an assortment of facilities. Alice Smi.th In this sub-neighborhood the school site is of relatively gener- ous size, and most of the attendance area is within easy walking distance. However, there is the opportunity in the remote pa,rt of this district - at tha westerly city limits - to provide a rieighborhood park-playground west of 20th Avenue, including tha low-lying area adjoining County Road 61. Such an area not only would accommo- date residants in the westerly part of this sub-neighborhood - with an area set aside for small children, but would serve the easter�y part of the �►F.�ccelsiar'o neighborhood . as well.�' Within this sub-neighborhood is Parkridge Park - classified herein as a pla,y- field and referred to later under that heading. �irtharmore, the grounds of the Junior I�igh School and the adjacent playing field will �ontinue to meet a need of the school system. "Minnetcnka" Most of this neighborhood is laid out in large building sites, and much of that which is undeveloped ar lightly developed is proposed for large resi- dential sites as well. Accordingly, the need for recreation facilities here is not as great as in the other neighborhoods. Moreover, the proposed school site - of generous acreage - should meet requirements quite well.2 A small recreational area 1Property which the city owns across County Road 61 is not essential for recreation, in view of tha large acr�age immediately to the aast. The separation of pa,rts of - an area by a thoroughfare is undesirable in any case; children may be tempted to cross and re-cross the street going from one part of the area to another. 2City-owned property north of Minnetonka Boulevard, when proparly conditioned, prob- ably would prove a suitable site for "Minnetonka" School - as an alternative to _ that to tha south proposed in the saction on Public Schools - rather than a recre- ational area exc lueively. 8g . to serve age groups othar than those accommodated by the school ma,y be daveloped, if desired, on the school site. A supplementary playground (��North"), mainly for _ children in the primary grades, would be justifiad and is designated in the easterly part of this school attendance district which is a considerable distance from the proposed school. "Excelsior°f Part of the proposed school site may be daveloped for the use of other age groups besides those in the school, to serva the population in the tribu- tary area of rather open-type davelopment whare special facilities would not be warranted. In addition, in the southerly pa,rt of this neighborhood, the special feature, Shady Oak Beach, should be enlarged gradual�y to take under control more of tha lake . shore and to provide not only for an improved facility of this sort but for a supple- mentary playground as well for the younger children in this area. Bu____rwell Even though the attendance area of this school is rather extensive, supplementary recreation areas hardly are ,justified in view of the anticipated open- type development. However, as indicate3 in tha section on Public Schools, the school site itself should be enlarged if at all possible. P layf ields Ona major playfield is proposed, in addition to the �unior and senior high schooZ playing fields. This would be a community-wide facility at the former County Fair Grounds. In addition to this, Parkridge Park, as a secondary playfield, would serve a good pa,rt of the city propar. Because of distances from certain parts of tha urban service area to these two facilities, it is proposed that the ,junior high _ school playing fields at "Minnetonka" and at the ne�w Glen Lake School to the south- west of the urban service area be developed and operatad for the public generally in addition to serving pupils at these schools primarily. g9 , Citv Parks No city pa,rks of the larger types are proposed in view of tha facilit3.es such , as Dow Park, the playfields, and Shady Oak Beach, as well as the golf course to the . east and other large parks within driving distance in the Minneapolis metropolitan area. However, the possibility of developing an area containing a water f eature — to the west of the city — should not be overlooked. The accompanying exhibit and appended table are reasonab�y self—explanatory, it is felt, and adequately supplement the descriptive mat erial above. r � 9� Present and Proposed RECREATIONAL SYSTII�I Hopki.ns, Minnesota 1954 Namel A�prox. Gross Area in Acres Existin To be Added T:�tal SCHOOL SITES Katherine Curren 4.7 4•8'2 9•5 Harley Hopkins 5.0 � 5.0 Alice Smith 10.0 10.0 rr�celsior" - 10.0 10.0 "Minnetonkaf9 20.03 20.0 .Tunior High School, i.ncl. playit�g field 13.5 - Y3.5 Senior High School 4•g (- 4•� _._._ � 2 .0 2 .0 ` Sub-totals 36.0 54•� 92.0 NEIGHBORH()OD PdRK-PLAYGROUNDS _ Dow Park 2�3 ��7 3•� �rEast'� 1.5 2.0 "Interlachen91 3•� �rWestt4 - l.g 1.8 "NorthaP g'2 g•2 ►'South�� ' 4•5 4•5 � 4.0 .0 Sub-totals 3.8 21.2 25.0 PLAYFIELDS Parkridge 7�� 7�� 'rCentral'p (Fair Grounds) _ � 21 � - Sub-totals 7�p 21�5 2g�5 Grand Totals 4g.8 96.7 145.5 1Names in quotation marks are assignad for purposes of convanient identification. Shady Oak Beach - a special facility - not included. . 2Present high school site. 3Elementary - junior high school. 91 L A N D U S E P L A N . CONTENTS P...a�;.e LAN� D USE PI�N . . . . . . . . . . . . . . . . . . . 92 - Present Use of Land . . . . . . . . . . . . . . 93 Future Land Requirements. . . . . . . : . . . i 94 Annexation. . . . . . . . . . . . . . . . . . . 97 The Land Us e Plan . . . . . . . . . . . . . . . 101 . Layout of Undeveloped Sections. . . . . . . . . ld3 " Tables _._._ Approximate Land Use Quantities - 1952. . . . . . . 93 Present Land Uses and Estimated Future Requirements 95 Exhibit _...____,_ ' Followin Pa�e Land Us e Plan . . . . . . . . . . . . . . . . . . . lOk . 92 - IAND USE PLAN , The Land Use Plan, in contrast to the Land Use Map showing present land uses, portrays in long-range terms the proposed purposes, both public and private, for which different parts of Hopkins and its environs desirably should be used, in con- sideration of existing uses, functional suitability and estimated future growth and requirements. It is a generalized composite of all the ghysical features of the communityts desirable long-range development covered by the City Plai�, showing the relationship of these one to another when all will have been accomplished. Thus the Land Use Plan is in essence a picture in broad autline of Hopkihs and its environs many years hence, when developed and redeveloped in acCordance with the _ recommendations of the City Plan. The Land Use Plan shows the general location and approxima�Ee size or extent of the various facilities or features of community developnent - both existing and to be retained, and those proposed - but makes no distinction between present and future facilities or develoFmer�ts, except in the case of proposed local and minor streets in presently undeveloped sections. The several plans covering the vasious public facilities of diff erent functional categories distinguish between new facil- ities to be provided and existing ones to be retained, extended or otherwise improved; and these are described and discussed in considerable detail in the corresponding City Plan sections - Thoroughfares, Parking, Public Schools, Recre- ation, etc. These plans should be consulted for more particularized informstion on any specific features of the City P1.an. - In generalized outline form, the Land Use Plan is the City Plan itself. It , is also the long-range zoning plan, indicating the general use districts and zone boundaries which ultimately should be made to app2y and within which the initial and particularized zoning districts in the Zoning Map are framed. The ini�tial 2oning districts are subject to expansion within this nframe,N as and when conditions warrant or require in the next 20 years or �re. 93 - Present Use of Larxi As determined by the land use survey described and reported on in the section _ on Land Use, over one-third of the land i.n Hopkins is undeveloped. Residence uses occupy one-fourth of the total area of the city, business uses, about 2.5 per cent; and industrial and railroad uses, over 8.5 per cent. Streets and alleys comprise about one-seventh of the total city area - accounting for most of the land in public use or ownership. The balance is divided between public uses (not including streets or alleys) - about six per cent; and institutional and private recreational uses - nearly �.5 per cent. The following table shows the present uses of land within the city by acreages, by per cent of developed area, and per cent of total area; also acres per 100 pop- _ ulation of developed land in various uses. APPROXIMATE LAND USE QUANTITIES - 1952 , Acres of Per Cent of Per Cent of Developed La,nd Acresl Developed A�eal Total Area Per 100 poA. Developed Land Residential 600 39•3 24•8 6.5 Commercial bp 3�9 2�5 ��7 Industrial 120 7.8 5.5 1.3 Railroads 90 5.9 3.5 1.0 Parks & P]..aygrounds 30 2.0 1.0 p.g P�blic & I�stitutiona.l 290 lg.g 11.9 3.2 Streets & Alleys ." 350 22,� � .g Total Developed 1540 100.0 b3.b 16.8 Undeveloped Iand Platted 1�55 18.7 Unplatt ed 1►30 � Total Undeveloped gg5 �b�4 ' T�TA,�I 2� 100;0 lAreas are rounded ou t the percenta es are based on the more � precise figures from the land use inventory (refer to table in the seetion on Land Use). 94 _ The foregoing figures and relationships were an important guide in estimat.ing probable future la,nd requirements, and thus constituted a major aid in setting the _ scale of the Land Use and Zoning Plans. In allocating land to the various use categories - both in the Land Use Plan, and in the Zoning Map described in the section on Zoning - the acreages presently used for each were expanded in the light of population and economic prospects, as revealed by the basic City Plan studies. In so doing, the land use relationships between Hopkins and the "average" cityf as shown in the table in the section on Land Use, as well as pertinent conditioning factors derived from land use studies in many communities also were applied and the results madified in consideration of special local conditions and trends - both present and anticipated. . �ture Land Requirements As already indicated, there are significant relationships between the amounts of land used in a community for various urban purposes - both as td proportians of the developed area and per unit of population. These are revealed in the preced- ing table and in that in the section on Lar.d Use - which were used as guides in S establishing future requirements. However, account is taken of changes in ].and use practices over the years - especially since World War II - such as the acCeler- ated trend toward single-family houses on larger lots, the increasing size of industrial sites to acc4mmodate single-story plants, the need for off-street pa,rk- ing (both for industry and business), more generous sites for educational and recre- ational facilities. The estimates in the following table, accordingly, take into account prevail- , ing land use ratios, both in Hopkins and other cities, but these have been modi- fied in consideration of the trends and prospects above mentioned, to gain a rational basis for determining the approximate amounts of la,nd that will. be needed for various uses to serve Hopkins� anticipated popula,tion in the foreseeable future. 95 PRESIIVT LAND USES AND FSTIM.�TID _ _._._.r.,_.,..__...,,..�,,......_..�_,�� FL�T'+JFE F��.�.I:_�?.��!_�1,�;:� (Within Hopkins and Environs) Acres per Acreage Acreage Acres per ' 100 Pop. Average In Use Needed 1G0 Pop.> 1952 Ci� 1 1952 1975 �7��,- Residential 6.5 (3•6 ) 600 2,100 g,1� Commercial 0.7 (0.25) 60 150 0.6 Industrial 1.3 (0.65) 120 425 1.7 Railroads 1.0 (0.1� ) 90 1J+0 0.6 Parks & Playgrounds 0.3 (0.5 ) 30 125 0.5 Public & I�stituti�nal g,2 (1.1 ) 290 325 1.3 Streets & Alleys �,,�g �l 350 715 � • TOTAL 16.8 (9.6 ) 1,5�,,0 3,9go 16.0 Despite the trends in recent land use practices above mentioned, overall land requirements for the city and its urbanizing environs actually ma,y decline in rela- tive terms - from 16.8 to 16.0 acres per 100 persons as shown in the t,eble above. This is anticipated ma.inly because (1) certain extensive areas such as those occupied by the railroads and large institutiona,l or private recreational uses are not expected to grow substantially,2 (2) the proportion of land needed for streets will be less due to more open type of developments around the edges of the urban service area and the prospect of more economical platting under the new Pla,tting Regulations and other features of the City Plan; and beoause (3) the large tracts reserved in the Plan for heavy commercial or industrial development will not need the proportionate area in streets that residential areas doc Oty the other ha,nd, _ greater proportions of land will be required for residential development; and, while a greater than the present proportion may not be needed for heavy cotnmercial � lAverage of 17 self-contained cities of less than 50,000 population. 20n the contrary, it is more likely that these will diminish in size due to possi-� ble consolidation or abandonment of railroad lines, or the abandonment of certain institutional or private recreational uses. 96 - or ind�.istrial uses, more than a three�•fold margin is provided for their expansion. This is due in p3rt to the fact that lands along the main railroad lines being vn— _ suitable for residential use — owing to thafr praocimity to industry, isola,tion j from developed and developing residential areas, lack of residential facilities, � etc., it was deemed best to place these 1,aryds in a "land reserve��� as it were, to � � be tapped by industry when needed, and to rema,in undeveloped until such time. S As would be expected, the lar est g par�C of the total amount of land within the j city and its environs will be needed for residential uses, mostly for single and � �� some two-.fami],y dwellings. The next highest acreage will be required for streets — especially to serve new residen � tial developments — mainly outside the corpor� i ation because most of the land suitable for residential development within the city . already is platted. In view of the conditions and considerations �ust desoribed, I the third greatest atnount of land will be reserved for long—range needs of iridustry. I � Public and institutional uses includi ( ng an expanded public recreational s�tstem), � as well as business uses will require additional acreage.l In the aggregate, it ! is estimated that a raxitnatel �, pP Y 4,000 acres will be necessary to meet Hopkins� i j needs by 1975 or 1980. The deve�opable area of Hopkins comprises a little over 2,000 acres. Accord— ; ingly, in addition to the as yet �leveloped area within the present city, consid— � � erable acreage in the environs will be needed to aecommodate the additional popu— (C lation. This �hould be earmarked and conditioned for urban develo Ix�►ent, as brought out in the following section on Annexa,tion. Areas ad�acent to the city will have i i to accommodate the prospective urban growth and those farther out the suburban i - growth, and these needs should be taken into account in connection with land sub— ! division practices under the Platting Regulations includ�ng the provision of public � facilities and services, such as water supply and sewers. 1The increase in railroad acreage shown in the preceding table is the result of accounting for the existing right—of—way in the urban service area outside the city. 97 - Annexa.tion From �he broad city planning standpoint, the question of whether to annex _ fringe areas involves primarily considerations having to do with the desirable future physical develo�xnent of the city and the potential urban area: (1) whether it is necessary or desirable to provide within the corporate limits ad�itiona,l land in the light of prospective economic develo�ent and growth in population; and (2) whether annexation would be promotive of more desirable and sounder growth in the areas now beyond the corporate limits, which will occur in any event and in the quality of which the city ha,s a vital interest. To answer these questions, it is necessary ta ascertain the amounts af land available and suitable for various urban uses within the present city limits� and _ to estimate what additional commercial and industrial activities, along with added 4 popu].ation, these can accommodate. This has been done as a part of the land lzse studies, sianmarized hereinbefore under �ture Land Requirements, and in the sectian on Population. It is necessary also to ascertain the amounts and kinds of land that may be needed for any part of the prospective growth which cannot or should not be Iocated, or in any event probabl,y will not take place, within the present city limits; and to select adjoining outlying areas now in process of urbanization ar . � suitable for urban development and of ap�ropriate size and shape which, together with the present corporation, will constitute a community within whzch adequate facil-- ities and services of the urban type can be provided without placing undue fina,ncial burden on either the outlying areas or the city as a whole. In esti.mating the popula,tion holding capacity of the outlying areas selected , for investigation, account must be taken of the suitability of available vacant lands for specific purposes, whether for residential, commercial or industrial activities, or for public or semi—public purposes. Residential lands suitable for incorporation within the city should be those where population densities will be sufficiently high 98 . to require and afford all or most of the essential municipal services. Caution should be exercised to guard against annexing too large an area within which much _ of the land would continue to remain vacant, or which would give rise to spotty or widely scattered building develo�nent — tending to increase the cost of providing municipa3 facilities and services, as well as the conduct of business and industry. In arriving at the logical size and shape of a city, account is to be taken also of physiographic characteristics, relative ease and economy with which streets and other public facilities can be extended, the need for new or enlarged public facil— ities, social gains which should result by bringing together the whole urban community under one governmental organization capable of providing adequate sani— tary, recreational, cultural and other facilities and services now commonly furn— , ished by a municip�l corporation. It would appear that,with over one—third of the city�s area undeveloped, Hopkins has considerable land for expansion. However, as brought out hereinbefore, only part of this is suitable for residence — which use, it is estimateds will re+ quire the greatest amount of land, both within the present city and in the urbaniz— ing environs. Nonetheless, there is considerable vacant property suitable for resi— dential uses and which ought to be so developed before much additional "spill—over'r into the suburbs occurs. Only then can streets and other facilities and services be provided in an orderly and economical manner. Obviously, population growth within the city will be limited by the undeveloped land which is suitable, in respect to location and otherwise, for residential de— velopment. Other presently undeveloped land within the present corporation will be , needed, or is so located as to be suitable and therefore should be reserved, for commercial and industrial expansion and for various public purposes, including streets. About one—third of the undeveloped land within the city — about 300 net acres — is allxated to residential development. This will accommodate some 5,000 99 - persons at prevailing or antici�ted densities in different parts of the city. In the case of the central section, where higher than average densities may be expected, � residential areas will tend to be reduced by the expansion of the downtown business district. In the main, therefore, the as yet undeveloped areas toward the edge of the city will supply the net additional land requir�►ents for residential gr�wth within the city. Concurrently with 'r'esidential growth within the city, continued urban and sub- urb�n development is to be expected in the environs - in line with trends in evidence for some time. If the suburban, that is, more open type of develo�ent is required to meet the standards in respect to minimum lot areas set forth in the Platting R.egulations, there will be little if any need for a long time to come to extend - certain urban facilities, such as sewers, into the more remote suburbari areas. However, in the case of urban type developments, on smaller lots in areas closer to the city, municipal facilities and services will be necessary - both to serve the residents, present and prospective, in these areas, and for the protection of resi- dents within the present city. In the discussion hereinbefore under Future Land Requirements it was pointed out ttiat, in addition to lands within the present city needed to acconunodate the expected population increase of Hopkins proper, extensive acreage in the environ;: should be earmarked for urban development. As estimated in the section on Populati��r�. the popula,tion within the present city limits by 1975 or so may be expected to ran�;e between 12,500 and 15,000 persons, more likely closer to the latter. Within the city and urbanizing area, the range is estimated between a minimum of about 22,500 to as many as 25,000 or more. Land adjoining the city will have to be developed to accommodate most of the expected growth of urban type, as distinguished from the - additional growth of the suburban type farther out. 100 _ The present corporation comprises about 2,�25 acres (3.8 squ,are miles). Some 300 acres of this (mainly low-lying property in the southerly part) is considered undevelopable, leaving approximately 2,1p0 acres which are developed or available for develo�xnent. With about k,000 acres needed in the aggregate within the nex+, 20 years or so, as estima,ted hereinbefore, an additiona,l 1,900 acres or so should be earmarked for expansion. In selecting areas for urban, and some suburban, expansion outside the corpor- ation, it was appa,rent that such expansion would have to occur to the north, west, or south, since the easterly boundary of Hopkins ad�oins other municipalities (St. Louis Park arhd Edina). Natural or man-made "barriers" to expansion were sought in an effort to select logical boundaries for the expansion area. , To the north, the most pronounced "barrier" is the main line of the Great Northern and this seemed to be a logical boundary. To the south, the �'gap" created by the low-lying, undevelopable area within the city, it was felt, should not be bridged, although suburb�n residential develo�nent, of a type not,. needing urban facilities and services or but few, would be appropriate on the higher land south of the city. To the west (northwest to southwest), much of the territory is high, appa,rently can be sewered without the extreme difficulties that would be encounter.ed elsewhere� and in other respects too is eminently suitable. It has been earmarke�� as Hopkins� princip�,l land rese:ve - the get�eral area within which annexations should occur.l Within the area selected for annexation - bounded generally by Cotrnty Road 60 and distinctive physiographic features - there are nearly 2,100 acres, the greate� _ part of which, except for water areas, is considered developable. lA small area to the northeast, constituting an island of unincorporated territory, � although not likely to prove a particular asset, might be annexed in due course as a measure of protection to the conununity at large. 101 - The Land Use Plan �ture urban growth, as suggested elsewhere, desirably should proceed as a _ reasonably compact, conti.nuous, balanced extension of the existing urban area, rather than as scattered, unserviceable or poorly served, and hence uneconomical, outlying developments. As an aid in furthering such orderly growth and extens=o;i of urban development, the desirable future limits of expansion, urban and sub�a:b3r_, based on estimated Iand requirements, are shown on the accompanying Land Use Plan. The area shown in the Plan comprises some k,500 acres — leaving a reasonable marg;n over estimated requirements even when accounting for water areas and other possib�e undevelopable areas. Of the additional land allocated to residential use, about 300 acres is in the city and 1,200 outside. Of 300 acres for industrial expansion, - about 200 is within the city. Additional acreage for schools, parks and playgrounds is mainly outside; whereas the greatest margin for commercial expansion is within the city. The Land Use Plan — cavering, besides the city, the surrounding urban and urbanizing area and some of the suburban area beyond — shows the different land uses and the principal public facilities recommended by the City Plan for the cit�T and its environs. Land uses of different categories are indicated by various patterns and tones, and public facilitias of various types by distinctive symt�ol.-��. The different land uses shown consist of (1) the areas considered to be most appr�— priate for industry, for downtown or neighborhood business, and for residence; (2,! sites for such public facilities as schools, parks and playgrounds, stadi�tn �. .. — both existing to be retained, and proposed; (3) and sites for semi—public or - institutional pazrposes. The public facilities shown, besides schools, recreational f eatures and fire stations, consist of major thoroughfares and of local and min�r , streets in undeveloped sections. Areas beyond the estimated li.mits of urban devel— opment, as indicated hereinbefore, were considered suburban and are so designated on the Plan. 102 _ The generalized �and use districts outlined in the Plan are i.ntended to serve in the years to come as a guide in subdivision design, in amending the zoning map to provide for future needs, and in allocating appropriate areas or sites for public or institutional uses. In addition, the proposed districting will be of assistance in determinirig the appropriate location and size of various utilities or extensions - such as sewer and water mains, etc. In general, certain sections are designated for residential expansion for the reason, among others, that such trend is already well established ur the lands are particularly suitable for such expansion. Sewer-, r�a,ter, street pav3.ng � and other municipal facilities and services will be most economical when new deve].— opments of urban type are consolidated in certain sections — each successive one at _ least contiguous in part to an already developed area. Obviously, it would be all too costly if not impossible to provide even the minimum of municipal improvPments or services to numerous small, widely scattered residential sattlements. The Land < Use Plan furnishes a basis for establishing policies by the City in respect to annexation and the extension of utilities and other municipal facilities and serv— ices that will promote urban expansion along desirable lines as indicated. In designating business and industrial areas in the Land Use Plan, existing business or industrial uses in various sections, neighborhood outlines, major streetsj existing or desirable developments nearby, population �rospects� and the estimated future requirements were the principal considerations in selecting the suitable location and determining the appropriate extent of areas for these uses. While th� Land Use Plan does not differentiate between residential areas of various categories _ — except for distinguishing between the urban and suburban types — the Zoning Map (described later) shows residential areas in three categories: (1) the older central parts as ��medium density" apartment districts; (2) the areas of mixed dwelling types as one and two—family; (3) generally the more open areas as single—family districts. 103 Layout of Undeveloped Sections The sizeable open areas in the outlying �rts of the city and in its environs � can accommodate Hopkins� growth for many years to come. Most of these open areas are naturally attractive and can be developed into desirable residential sections through intelligent planning and cooperation on the part of property owners and developers with the Zoning and Planning Commission and other city officials. In selecting the greas shown on the Land Use Plan for future residential development, the consider- ations pointed out hereinbefvre and the c�nclusions reached in the discussion of Annexation were fully observed. As a further aid in encouraging and promoting desirable future residential developnent, the ma3or undeveloped �rts of the city and such adjacent areas as may be annexed, also certain sections generally far�her ou� within which suburban rather than urban type of deveZopment may be expected, have been 12id out in a manner suggest• ' ive of economical, attraCtive; and otherwise desirable street pa,tterns, The layout for each area has been inc�rporated in the Land Use Plan. In preparing these layouts, USGS topographic maps, property maps, and aerial maps were utilized. Every effort was made to produce practicable designs. Never- theless, lacking adequate topographic information, some modifications i.n the layouts shown no doubt will be necessary when these areas are actually platted, i,n order to fit the streets more closely to the contour of the land. In addition to their main purpose of helping to guide the layout and develop- ment of the various areas, the proposed street �,tterns shown on the Land Use Plan _ are intended to serve as specific examples oP the application of many of the princi- ples and standards of design set forth in the Platting Regulations. As stated at the beginning of this section,the Land Use Plan portrays in gen- � erali:ed terms the City of Hopkins and it s environs twenty-five years or more henc e - developed and redeveloped in line with the recommendations and proposals of the lOk ' City Pl,�n. As a comprehensive, long-range picture of the larger and better commun- ity, the Land Use Plan is to serve as a �rame of reference to public agencies, t private developers, builders, and other groups and in3ividuals engaged in or con- cerned with the physical development of the community. Principally, however, it is intended t� be a guide to the City Council, the Zoning a,nd Planning Commission, and other public authorities - in the devising and giving effect to the policies and programs and in the administration of regula,tory measures that will help bring into being the desirable future community development envisaged in various parts of �the comprehensive City Plan. More specifically, the I�nd Use Plan should be useful and should be used in connection with the following ma,jor fields of implementing the Ci�y Plan: - (1) The eff ective application of the Platting Regula,tions, by observance of the recommendations in respect to land trse and general adherence to the street patterns suggested for various as yet emdeveloped areas. (2) The consistent application of zoning in seale with realistic land requirements for various uses, by keeping any future extensions of zoning districts or the establishment of new districts within the framework of` the Ia.nd Use Plan. (3) The provisi�n of schools, playgrounds and various other necessary public facilities, includir�g sewer and water supply mains, so located as to foster and promote private development within the desirable limits of urban expansion and otherwise in accord with the Plan. The Land Use Plan should be used as a guide in determining the best l�cations ' and approximate sizes or extent of such facilities. . _ . --- _ ___-_.� _�.......�. _ -- -.:,_. -_•�_..__ - OF ee�i ea L AND U V t A H 4 0 P K 1 N G . m I N N E S 0 T A FACILITIES eve ti,tx�nrr sc.o o< OF ee�i ea L AND U V t A H 4 0 P K 1 N G . m I N N E S 0 T A 1�5 P U B L I C B U I L D I N G S CONTENTS � Pa�e PUBLIC BUILDINGS . . . . . . . . . . . . . . . . . . . 106 Evaluation of Existing Buildings, and Recommendations. . . . . . . . . . . . . . lOb Post Office. . . . . . . . . . . . . . . . . . 106 City Hall. . . . . . . . o . . . . . . . . . . 106 Library. . . . . . . . . . . . . . . . . . . . 109 Public Buildings Plan. . . . . . . . . . . . . . . 110 " Resume of Central Public Buildings Developnent. . . 113 Fire Stations. . . . . . . . . . . . . . . . . . . 1]1+ Fxhibits Followin� Pa�e Proposed Public Buildings Development. . . . � . . . . 110 106 • PUBLIC BUII�DINGS The housing of public agencies and the provision of essential services require - mar�Y types of structure. 1�,ro general categc�ries of buildings m�y be distinguished; buildings serving the e�ntire city, ar�d others se Y`ving district or neighborhood needs, A comprehensive city plan ususl,]�, �cludes reaommendat3ons for the siting of' buildirigs of both categories. Such reca�mmer�dations �eek to fu1fi11 primarily two ob,jectives. The first objective is to provide a site for each building gt such location and of such size and pI�sical character that each buiIding may perlorm its specific functions with ma�cimum efficiencq and in harmot�y with other f�atures of developnent ur�ier the City Plan. The second ob�jective is the pl.annecl grouping of some of the more permanent and �rchitectura lly distinguished structures in the City, ' 3O �� to Bain for each the advantages of superior access, an inviting setting, and mutu,ai enhancenent. Frequently� the approach to this 1,atter ob,jective takes as a natural starting point an e�isting building or group of buildings whfch is well situated arx� provi�es the rntcleus for an expanded public buildings developnent. Evalua.tion of Existing Buildings� and Reco�nendations Post Office ------ The present Post Office on Ninth Avenue is reasonabl,y well located for publi,c convenience. The building is of relative�r rec�t construction, and its site ia adequa,te for contemplated enlargement to the south. The pro�ecteci enl�rg�ent g�,nes evidence that the location may be considered permanent. C t H 1 _ The municipal offices, including the police department s�d �ai�� central fire station and courtroom� now are housed in an antiquated buil,ding at the northeast corner of Sth and bccelsior Avenues, virtual.ly in the center of the downtown busines� distriet. The building i9 san$11 in respect to floor area avai.la,ble �or administra� 107 - tive offices. Even though the space on the second floor has recently been re—allo— cated, the intern�l arrangements are neces3axily makeshift. Administrative efficiency _ and pubZic convenience suffer. On the first floor (among other defects or deficien— cies) : the fire station is inadeqt�ate in depth; the clerk�s office is too small — not alone lacking adequate working space, but short of public space as well; the police depa,rtment and �ail are woefully deficient in spa,ce. Unquestionably, Hopkins needs a new modern City Hall, and careful study was given to the problem of selecting a suitable site therefor. Certain general con— siderations were kept in mind in this connection. In some cities public buildings have been erected in downtown business districts on property more valuable for commercia.l purposes, such public buildings not infrequently constituting a barrier _ to desirable business expansion. Sound practice in locating a public building is the selection of a site at the edge of the downtown business district. Obviously, ` a rational forecast of the area ulti.mately needed for expansion of the dawntown busi— ness district is a necess�ry prerequisite to such a selection. The utility of the City Plan, and its cotnprehensive analysis of present land use and future land re— quirements throughout the community, in guiding these calculations should be apparent. It is, of course, essential also to select sites convenient],y acaessible from a11 parts of the community. Then, too, the convenience of persons working downtown who have cause to visit a public building and of persons canbining trips to a pnblic building with other errands in tha downtown business district litn:i� the_ choice of suitable sites. In the light of the foregoing, the possibility of continuing use of the present . site first was considered — since it is obvious�y at a central and convenient location. Hawever,�the property now occupied by the City Hall has a higher value for cc�mmercial purposes than continued public use. Consideration of all significant factors led to the conclusion that the present site shoulrl be relinquished and sold 108 - for commercial developnent; its strategic location should prove highly attractive to private business venture. , The site chosen for a new City Hall should, it is held, meet to the greatest degree possible all of the following requirements: 1. Ample size (space for proper setting, off—street parking, etc.) 2. Convenience (central location aaoessible to business district, to public transit, to public pa,rking lots, etc.) 3. Sound and effective use (property not preferable for commercial developm�t or o�her economically or socially more needed use) l�. Fitness (site suitably prominent for an important public building) �. Environment (surroundings appropriate for a city hall) 6. Stability (protection against incompatible ad�oining uses and against deterioration of the neighborhood) 7. Aesthetics (possibility of attractive site development and effect— . ive visual relatianships with other important buildings) 8. Availability (acquisition not involving the assembly of too many different parcels or too many expensive or sound structures). A number of possible sites were ex,amined and evaluated in the light of these requirements or criteria — including placing it in Dow Park advocated by some, as is usual in cases whenever a site is needed for a public building and a convenientl,y located pa,rk exists nearby. As a result of these studies, it is recommended that the City acquire the proper— ties on the west side of 9th Avenue, running south from the Post Office to lst Street, , South, for the new City Hall including the Central Fire Station. The assembled proper— ty will have a frontage of about 340 f eet on 9th Avenue and a depth of approximately 125 feet. 109 , Librarv Hopkins is distinetive among the communities of Hennepin County - with an i.nde- I pendent library rather than a branch in the County system. This has its advantages and disadvantages - among the former the City has complete control over location, type of building and its operation. The present Library occupies the Dow House in Dow Park - sharing the space wi.th offices of the Recreation Commission.l Although the buildi.ng ha,s historical signiT ficance and the charm of its era,' it is hardly suitable in exterior styleand inter�.or arrangement for a public building, except on a t anporary and improviaed basis. The builJding on the present site, o� at a new location, should be replaced by a modern library as soon as the City�s financial position permits. In respect to its site, _ most of the criteria enumerated above under City Hall apply ar�d should be met insofar as possible. This strong�y suggests locati.ng the new Library as part of the Post Office-City Hall group. Not only would this free Dow Park of a buil�ling and the service area around and thus tend to bring the Park i.n line for more appro,pri.a,te develo�xnent and greater use, but would mutually enhance each of the several public buildings which are proposed to be grouped. Before describing the site selected, it appears desirable to explain certain aspects of property develo�anent in the proximity of the Post Office and City Hall, as proposed. The deterrent to business development of publiC buildings - creating r'dead" frontage, past which shoppers are disinclined to travel when ori foot - oarries in lesser degree across a street. The Post Office already has "deadened" 9th Avenue frontage, making the property to the south somewhat uninviting for commercial devel- o�nent, especially for high-dema,nd types of retail business. Devoting the entire block-front on the west side of the street to public build- ings, as proposed herein, would render the east side of the street less desirable lAt this wri,ting, it has been decided to relocate the Recreation Commission offices to the City Hall. 110 _ than otherwise for retail shops, although demand for other non-residential uses might develop here. It was felt, however, that to use a substantial part of the block- I front on the east side of the street for public parking would preclude the area going into marginal types of t�us�ess ,att of harmony with the public buildings group. As a municipal parking lot, the City ti,rould control the area, could provide suitable land- scaping - creating openness here to enhance the public buildings setting. As origin- ally envisioned, the rest of the property south to lst Street - diagonally from Daw Park - would be developed for public or serni-public use. Sometime after the Parking Plan was fii�st presented - recommending a parking lot on the east side of 9th Avenue � a site favor�l by the City was suggested in its stead. This comprised a 50�foot lot on the east side of 9th Avenue tied into 150 feet _ of property to the east fronting on �th Avenue. This alternate site - acceptable as it would provide pa�k�ng space in ati appropriate location and on property of such shape as can be laid out ePfiQiently and fbr flexible operation - has been fitted � into the Paxking Plan. It is h4ped that the City can encourage the d evelopment of the balance of the 9th Avenue block-front with institutional buildings, in harmony with the ad�acent public buildings herein proposed - with the Library at the north- east corner of 9th Avenue and lst Street, South, and sani--public buildingg to the north. Public Buildings Plan A possible develognent of the 9th Avenue site is shown in the ex��bit nProposed Public Buildings Development." In support of the recommendation it ma�t be well to summ�rize the evaluation of this location in the light of the eight criteria listed earlier: l. Size: The recommended City Hall site is nearly an aere in size - about six times the present site. The building indicated on the exhibit is considerably ]arger than the present City Hall and would have an r _ � _ _ _ R I � � I .. . � � . � . ' .. n. . or»1O ' rlvrre��oa�� SJ N Y.(7 f�i r.e7 �i�1 M N V l d I�11'> ' , S3�Vioo�ty �.,,� ;,o1j75 Lv�ciUVl • � N:�. JO� � ��4 S� IQ � I � i "l � nd . � vvd �,oa - . . . �z , �. •�- . s o.�i U 3 5 C� cI Ca ZJ d .� ; vlet�N���� ' sr+r,op - �wo�CSr�YWo� �j N 1 N� Y1 J ONV �M�NeZ . � , ~ ?' '-\_- � ' � . � �, � , ; '05 19 3 M1S '1L I �r_ -- _� +�� <.� � �. 'j�- -v -'ti {1 Z' — -- 9.. . , .�7v." h b l d y o o.;�..,__.Q e L � ? I: _r ,i t. ,.`I ' �s :�J -��vN � ' � � .i1�'J �� � � _'_ i � � '��T•�''!� . --i I -, � '� ,� ! i = -- �, .cnd>�bii •S` '�. :; i �" '-'� S �� r a i,� fr}`�l. > i� �. __ . �� r:riJ ii�o'I� stli . #.JI . . � t� --�--�c-. ` _ - � S rn 1; �+ t'r _ T I� � .� .--�--� \ � i L""�'.:::, z �� +.' . . � .. :, w1v.N ���� � � �)��� . m �,I , • ���— _ i � �: rn c5u�y lV Ne�ln1llSMl � ' �! 1 � . l ��^���� �.• lc '�i1Hn1 n3nto -.,. 1 j I � ?'�T�T'r � 1 .. �� . . ' � . ' � _4 .-l�� �i.rls' 'i � � _ « � �'.�j , � M 1 �+ M Y 1 ' � , L�� .. O IJ` ?,� o l.�J-..�.�.:�—._L�_�� ,�M r"^ �V � l r__�: . _ -`� �-_ -- � , � �� . . . , . . . . -�;�:�.��;�. . :��, � S O 1 V A 7 l 3 "� 1 "_ , i . � i i /,� N 1 � o y i ` � ' "' � �/ �,�� i� _ .: - 1 _. !.• ✓. , / __ '_' � / f .. o •�+ , . . .. �o r !� .f �� . . , � � ' � I� f/ .� o�rl " -_ ,/�./ �✓� i :� � � :� �It. J ___'_ _.. � 4��<'��'.Y - ✓i . '•-'�J � t.., (��is -- -�- �f � • i`�� � l� ! -- %0y� � 1 . '14" "' " •K .���'� ,4 . "1sod '^�� � �� �'�, . -- •-- ` .' �' %, �j � ._,r� . � --- �� u I �_ , i'!,I i//,/%; �� �. ��,/i i��.� �, :' ` �//f/� �� �' �i ��� / ,/ ��/'� �Ir�, f;' �,�, �/ �%` ,/�,�� J p� r/!,i, //� i�J / /f � f .. �iI �P`J f� /��! ' / J�/ / J" ♦ j �' r�//�`�/�✓.sF!!'• ' � O' �/ `�`` ! �'� f J � � , y p � s � 3 '� X 3 .3 � N 7 A d � 111 , adequate la.ndscaped setting. The fire de�rtment vehicles in the south wing of the building would emerge onto a wide paned apron affording ample space for maneuvering and for turning into � 9th Avenue. The site plan provides for an off-street psrking area to the north to serve the public, and space for cars of the police de�rtment and for city officials to the rear of the building. The recommended Library site is adequate and in other respects suita.ble for a modern public bi.iild3ng of thia type� It shares with the City Hall site the a-�ributes described below. 2. Conveniences The sites are within easy walking dist�,nce of most . of the downtown area. They are ad�acent to properties pro- posed for acquisition as municipal parking lots. 3• Souncl and Effective Use: The properties now are occupied mainly � �y residential structures, in a location which will become in- creasin�ly less attractive for private homes, beaause of rela- tively heavy traffic on lst Street, South, expected to result from the important role assigned to this street in the ThorouglY- fare Plan.. Devoting the sites to public use would not preempt land better suited to some other higher economic or social use; and would, moreover, tend to stabilize the entire vicinity and arrest its decline. l�. Fit� ness; The intersection of 9th Avenue and lst Street - with Dow Park in the southwest sector - is a very prominent location and will become increasingly more prominent in years to came. Fine modern buildings here would be seen and en�oyed daily by many citiz ens and visitors to Hopkins, making a deep impression on civic consciousness. 112 , 5. Environment: Dow Park is a feature of distinctive charm and affords a setting for the public building sites unmatched by anything else— where in Hopki.ns. Developing the property on the east side of 9th, � north of the Library, with institutional and civic—type buildings, would further enhance the setting and environment of the proposed public buildings group. 6. Stabilit�: With substantial areas in public ownership, there is strong assurance of unusual stability in the years to come. If the property to the west of the proposed City Hall site were to be developed for public parking purposes, as recommended in the Parking Plan, additional protection would be secured.l 7. Aesthetics: The exhibit "Proposed Public Buildings Developrnentrr illustrates the place of the City Hall, as well as the Library, in an ultimate grouping of public and institut ional buildings. The ' eff ectiveness of the grouping of structures adjoining Dow Park is appa,rent. The pla,cement of the City Hall and Library on the recommended sites and the indic gted landscaping are designed to achieve inviting visual effects along both �th Avenue and lst Street. g. Availabilit.Y: Few parcels are involved here and none is occupied by a forbiddi.ngly substantial structure. It is obvious that the er�ction of the new City Hall on a new site will greatly simplify the mecha,nics of relocation of the municipal offices, as comga,red with the erection of a new building on the present site. Sale of the latter property should return a substantial zum to the city treasury. There is, furthermore, the possibility of conducting the new construction operation in stages. lAt this writing, the City favors a location on the west rather than the east side of lOth Avenue. ll3 _ Inciderrtally, the adaptability of the new City Hall to requirements is suggested by the inserts in the exhibit showing possible allocation of space.l Space on the first floor to the left of the entrance wvuld be allocated to the Police Department. � The part of the auditorium to the west of the front wall of the north wing pro�ected could be separated from the rest by a fQlding partition and used as Council Chamber and Courtroom. Adjoining this could be a room for the Mayor an,d Council.2 The next office at the front of the building could be used by the Ma.yor in the event that con- ditions favor reserving the room next to the Council Cha,mbe�Courtroom for the Judge, his clerk and for jury use in part. At the north end of the corridor, the corner office could accommodate the City Manager - with the office between that and the Mayor�s being a joint reception room and general office. The northwest office on the first floor would seem suitable for the Assessor, with his general office to the south, and with another administrative off ice to the south of this sharing the Assessorts general office. Continuing south on the rear of ' the building would be the Clerkts nffice, with his general office (counters, etc.) directly opposite the Council Chamber and readily accessible to the general public. On the second floor, space to the left of the stairs cduld be used by the Police Department (and in part the Fire De�,rtment) with that to the right allocated to the City Engineer. The basement could provide space for the Recreation Department; also the �ail, below the police 'section; as well as garage (under the Fire Station), luncheon-recreation space, police target range, arxi toilets. Resume� of Central� Public Buildings Development At the beginning of this section, mention was made of the advantages of the planned grouping of public buildings. It is believed that the proposed developments described in the foregoing and illustrated graphically in the accompanying exhibit . 1The Fire Station wing will be discussed later herein under Fire Stations generally. 2To be shared, possibly, but not at the same time, by the Judge and �ury. 1La. • will go far to secure the indicated benefits. No vezy formal "civic centern is en� visaged, but the area ultimately occupied by significant public and institutional �, properties can become an exceedingly impressive center of well—related build3ngs, architecturally meritorious and attractively landscaped. Clearly conceived long� range plans, civic spirit and cooperation will be needed to make the most of the opportunities inhering in the situation. At the same time, efforts of p�ivate property owners in the central develo�enent area should be directed, in a spirit of civic pride, toward the harmonious and appropriate improvement of their properties. In particular, Hopkins possesses in Dow Park an attractive and restful breathing space near the heart of the community. Establishment of the public buildings group adjacent to the Park could greatly en— . h�ince the en3oyment of this invaluable civic asset. The generous open spaces, planted with stately trees and boriiered by handsome _ buildings, extending from Daw Park through the public buildings develo�nent area, should be a source of pride ar�d stimulation to the citizens of Hopkins in the years to come. Fire Stations Hopkins has one fire station, Central Station — located in the bui2ding which houses the Cit,y Hall at the northeast corner of $th and Excelsiar Avenues. In terms of apparatus, the fire force comprisQs three pumper—hose companies and one Iadder com�ny.l Personnel of the Fire Department are volunteers. In accordance with applicable standards, Hopkins has a sufficient nwnber of fire companies. Whether, from the standpoint of age and capacity the equi�ment measures - up to standards is another question, the answer to which is beyond the scope of this study. From still another standpoint — namely distance of higYi.-value distri.cts from 1The pumper—l�dder truck, herein classed as a ladder company, could be countet� .as a pumper company and one—half a ladder compQny in addition. 115 - Central Fire Station - the set-up is deficierit. Certain la,rge commercial and indus- trial establ.ishments in the easterly part of the city are too distant from the Station, and, moreover, are separated from the Station by railroads at grade where crossings frequently are blocked. Residerrtial districts of the �ity, however, are within range of Central Station. The community envisioned under the City Plan would �ustify f our and possibly five pumper companies plus two pwnper-?a,dder combinations -on the basis of population; and - on the basis of area - more than one station. The distribution of companies should permit ready concentration of equi�ment at multiple-alarm fires in the high- value districts, but such concentration should not strip an area of protection in case of simultaneous fires. _ Companies obviousJ.y should be so pl.aced as to permit equi�anent to reach the scene of a fire in minimum time; hence, locations affording runs over a maximtun number I of through traffic streets are desirable. Whei�ever possible a station therefore should be sited near an intersection of thoroughfares leading directly to different sections of the district which it is to serve. However, it is not usua,l],y good practice to front a station on a heavily traveled �imary thoroughfare� or to locate a station so near a pain� of traffic control that egress of equiFanent can be impeded by vehicles backed up by a traffic signal. A location �ust off a main thoroughfare is generally desirable; a location just off two thoroughfares is better, for it per� mits a choice in the event of temporary obstruction of either thoroughfare. The site recommended for the new Central Station already has been identified in the discussion of a ncw site for City Hall on the west side of 9th Avenue, north of lst 3treet, South. As mentioned in that discussion, fire apparatus leaving the � station vould be able to maneuver freely on a wide paved surface. The Station itself _ is so oriented that �uipment will move into 9th Avenue some distance from the inter- section of 1st Street, but short enough to yield rapid access to lst Street which is - 116 � proposed to connect east and west with the Trunkline. .�rterial �hen:,bui3.t� Access to north-south streets - �uch as 5th, 12th and 17th would be excellent. Central Station ' - besides serving the downtown business district and nearby industrial connections, as well as the more intensively developed residential parts of the city - would, with the progressively improved thoroughfare system recommended by the City Plan, be better able than presently to protect other high-value districts. Despite more direct access over the iraproved thoroughfare system� the distance from the Central Station to the growing commercial-industrial concentration in the easterly part of the city would justify a second station here. A logical location, well related to the proposed thoroughfare system, would be near the intersection of Excelsior Avenue and Bla,ke Road (Monk Avenue) - whence runs could be made east and ` west along E�tcelsior, south via various streets, and northward via the proposed connection between Excelsior and the Arterial at Monk Avenue through the proposed - railroad underpass. This station could readily "back-up" Central Station by runs via the Arterial or the proposed limited.-access thoroughfare on the abandoned street car right-of-way. The environment of this station, as opposed to Central Station, suggests the desirability of locating a drill tower and otlier training facilities here. With the residential expansion westward envisioned under the City P1an� certain sections, especially to the northwest, although not excessively distant; would be somewhat remote from Central Station. Accordingly, a third station, ultimately, may be justified. I?ue to the extensive area north of Highway �, crossings of which tend to cause dela,ys, a location north of the highway seems advisable. A site northwest of Highway 7 and 17th Aventze should meet requirements adequately. In respect to distribution of companies between the three stations - a matter � somewhat beyond the scape of this study - it would seem that Central Station could reasonably house two pumper and one ladder companies, plus the Chief�s vehicle, the latter pl.aced in tandem in a three-bay station. Quarters for personnel would be pro- vided on the second floor. Station 1�vo (to the east) probably should house one pwnper 117 and the second la,dder company, whereas Station Three (to the northwest) wuuld accomo— date the fourth pumper. Even if Station Three were to house oz�ly one vehicle for some time to come, it would appear to be foresighted to construct a two—bay building, or to design the initial structure for ready enlargement if and when necessary. The set—up described anticipates� a paid Fire Department in due course; and provision accox�ci ingly should be made, not only a t Ceritral Station but the others as well, for the housing of personnel. �� ; 11S ' PU BbIC .WORKS PROG .RAM CONTENTS Pa�e PUBLIC WORKS PROGRAM . . . . . . . . . . � + . . . . 119 The Public Works Program . . . . . . . . . . . . ].?_2 Ta les - Table I—A Public Works Program . . . . : , . .. . . . 123 Table I—B Pub].ic Works Program . . . . c . . � . . , 121� Tabler I� Pnh3ia�W�rk's.Prc�gr�n -. . . � . .. . . . . . . . 125 - 119 - PUBLIC WORKS PROGRAM The City Plan for Hopkins and its environs is a long-range plan, designed for � the estimated population of 20 yearrs or so hence - inclt�ding the public impravanentas like�r to be needed to serve adequa,tely the anticigated population. These public improvements - "public works�f or "capital imprave�nents" - include streets, pa,rks, playgrounds, schools, fire stations, etc.; the funds needed for these facilities are commonly referred to as capital expenditures. In designing the City Plan every effort wa,s made to keep this in scale with the anticipated financial ability of the City to carry out, with state, federal, or other p�rticipation, the recommended pro�ects. , Th� Public Works Program consists of a comprehensive list of City Plan improve� ments of three relative prioritfesi It should be used as a guide - wit� due con- sideration of other kinds of neCessary capital expenditurey suc�h as for extensions - to the water and sewerage systems, street lighti�g; and new items of equipment - with the view that the community should neither aver�reaeh its financ�al resources nor neglect to provide essential public improvements. The broad purpose of a lon�-range public works program is to t�u�ther and facil- itate the systematic, economical, and otherwise sound provisions of needed public improvements, most of which are covered by the City Plan. Iri preparing the City Plan�, the long-range public works program serves as the basis for placing the P1an in scale in terms of cost; and, in making it effective, as one of the ma3or instruments for the systematic and economical carrying out of the Plan. Obvious7,y, the City Plan eannot of itself produce the better, mare attractive and efficient community which it portrays. The achievements which may be realized and can be expected under the Plan are dependent on effective planning administration, ' inclwding full use of the legal, finaneiai, pl.anning and administrative tools avail- able for givin� effect to t�s recommendations. 120 ` In t�ne long-range pmblic works program, set forth in Tables I-A, I-B and I-C at the end of this section, the needed or desirable public works proposed in the Plan - are grouped in three categories broadly suggestive of their rela,tive urgency. As in other cities, there are certain public improvements in Hopkins which are past c�ue and which should be carried out immediatelg or as soon as possible to meet present deficiencies; and there are others which should be undertaken without much delay if the needs of the immediate future are to be met. These projects needed now or in the near future are designated as hi�h prioritv pro,jects, and are listed in Table I A, Other public improvements which now appear to be of secondary pri_ orit_y are listed � in Table I-B; but these should be reviewed as to need in advancing the program from year to year. Still other public improvements shown in the City Plan are relatively - less urgent and may be pla,ced in a longer-range category, below the hiah priorit�v" and secondary prioritv groups. These are listed in Table I-C, and also should be _ reviewed from year to year in the light of conditions and requirements then existing� It should be noted that the projects under each general category (thorough�ares, � schools, etct) in the tables are listed in general order of priority. Al1 the projects in each of the three tables desirably should be undertaken during the periods indicated: the hi�h prioritv pro3ects in Table I-A within five years; the secondarv nrioritv projects in Table �-B within five to 10 years; and the lon�er- ran�e pro.iects in Table I-C within 10 to 20 years. Like the Plan itself, the public works program must be ad�usted priodically to changes in conditions and develo�xnents which may ,justify or necessitate undertaking certain projects sooner, or even accelerating the entire program; or, on the other - hand, the deferring of certai.n improvements to await conditions more favorable for their financing or other reasons. Customarily, a public �,rorks program is set up _ for a period of from five to ten years, subjec t to annual review and adjustment in the light of the situation then existing. Hence, the longer-time program set forth 121 ' herein is to be regarded as suggestive only of the general order of priority of improvements, gauged on the basis of conditions arxi trends presently discernible. • To facilitate carrying out the program of improvements and effectuating other features of the City Plan, it is important that the city initiate as soon as possi— ble certain actions and procedures. Initial steps, of a preparatory nature, include the following: 1. Agreement between City and County officials concerning the recommended locations an,d improvements of nwnbered highways in the city and its environs. 2. Agreement between the City and the Board of Education in regard to possible division of responsibility Por different recreation areas comprising the proposed reereational system, and on other matters of mutual concern. _ 3• Accurate delimitation of the propertias that will need to be acquired for street right—of�rays, for new or enlarged park and playground sites, for new or en— _ larged sehool sites, and for other proposed facilities. 4. Establ�shment of mapped street lines or building set—back lines for primary arid secondary highwaya and thoroughfares proposed to be opened or widened in the city and environs. 5. Aeclaration of intent to acquire the properties needed Por public improve— ments; to help prevent or discourage new construction or ma�or raconstruction prior to public acquisition� 6. Securing o.� r��ght-of=wa�s and sites, I�y* means of platting control where possi— ble, for new street connections and extensions and for schools and p].,aygrounds in as yet lightly developed or undeveZoped sections. — 7. Agreement between property owners in the various undeveloped sections to ad— here to the local street schemes shown in the Land Use Plan. _ 8. �stablishment of appropriate pavement and sidewalk widths t'or residential streets as recommended in the Pl.an, so that new paving, or repaving when necessary, will adequately serve the residential properties but discourage through trafYie. 122 - The Public Works Pro�ram As stated previously, the proposed Public Works Program for Hopkins, in the • tables at the end of this section, contains the principal pro�ects recoannended in the City Plan, arranged in three broad priority groups. The tablas are illustrative of the kind of schedule which should be expanded to include public improvements of other types than those covered by the City Plan, and reviewed and ad,justed annually, as suggasted hereinbefore, to serve as a guide to the City Council, City Manager� Board of Education, and Zoning and Planning Commission, in setting up public works pro�ects from year to year. Determination of relative priorities and the siZe of the program for each of the time periods were ba,sed on numerous considerations, but principally on the present conception of the relative essentiality and ur�ency oP each _ fmproVement, its benefits to the community as a whole, and the effect on the fi.nan- cial structure of the city. Participating or contributing parties or agencies are _ indicated by remarks for a two-fold purpose: first, to remind City officials when other pa,rties or agencies are involved in� a pro�ect, so that these may be made acqua,inted with the City Plan pro�ects with which they are concerned; and second, so tha,t financing can be worked out on the basis of agreed divisions of cost. It should again be noted that the tabulated program is not intended to be a rrigid time schedule, to be strictly followed in the car out of ubli w r Y`3'� p c orks � recommended in the City Plan. As previously irxlicated, it is simp�y the present con- ception of the approximate desirable order of these projects. Obvious�y, conditions nat now �oresee�ble m�ght well alter the desirable timing of ai7y ohe oP several iraprovement�. Again, the need for each of the projects in the program will necessari- ly have to be reviewed from year to year in the light of the previous year�s progress and new eonditions or develoFsnent�, so that the program at all times will be thorovgh].y _ realistic and up-to-date. i 123 I � TABLE I-�A PUBLIC WORKS PROGRAM Hopkins, Minnesota 4 Februazy, 1954 HIGH PRIORITY PROJECT5 (within 5 years) Tho^rou�hfares• Trunkline Arterial, from Hx,r. 7 at Monk Ave. to County ftoad No. 61 - including Excalsior Ave. connection east of Monk Ave. and railroad underpass (intermediate section as called for under the Thoroughfare Plan) City-County project lst Street, South, exten�ion aad connection with Trunkline Arterial City project Parkina Facilities: " Parking lot on Sth Ave•, North City pro�ectl Parking lot on lOth Ave., North City pro�ectl S hools: "Excelsior" site Board of Education pro�ect "Minnetonka�' site Board of Education pro3ect Glen Iake School (elementary unit) Board of Education pro,ject Park-Play�rounds and Plavfialds: "Central" (Fair Grounds) developnent (initial) City pro,ject "East" enla,rgement and development City projact2 �'North" acquisition and development City project2 19South" acquisition and developnent City pro�ect2 Public Buildin�s: City Ha,ll--Central Fire Station site City pro�ect No. 2 Fire Station site City pro3ect .�,. _._... 1Possible private participation, as in case of initial lots south of Excelsior Ave. 2Possible assessment of special benefits. 12� - TABLE I-B PUBLIC WORKS PROGRAM Hopkins, Minnesota February, 195k SECONDARY PRIORITY PROJECTS (5 to 10 years) Thorou�hfares: 23th; - 1�h Ai�rzaes, Soutd�, .ccxm�o�ion ���� p����t Trunkline Arteri.al connection with County Road 16, and interchar�ge at �th Ave. Cous�y,�p�o�ecb . Trunkline Arterial connection with Hwy, 7 - along abandoned street car right-of-way west of the city City-County project County Road 18 widening (including sections of 5th Ave.) County project ' Milwaukee St. widening City project Schools: - "Minnetonka'� School (junior high school unit) Board of Education pro�eQt Parks-Playgrounds and P,lavfields: "Westf° ecquisition and develo�anent City projectl "Central'o develo�xnent (continued) City project Dow en3a.a�gement2 City pro ject Public ildin�s: Library site City pro�ect City Hall-Central Fire Station City project No. 2 Fire Station City pro�ect 1Possible assessment of special benefits. 2Preferable to this enlargement would be an exehange of property whereby a strip along tha southerly part of the park would be released for commerciai expansion in return for the recommended City Hall site. �5 TABLE I-C PUBLIC WORKS PROGRAM .�. .. HApk�xls r M:�1At1e6aLa February, 1954 LONGER-RANGE PROJECTS (10 to 20 years) Thoroubthfares: Limited Access Highway along abandoned street-car right-of-way east of Washington Ave. City-County projectl 12th Avee, North - County Road 73 connection City pro�ect (possible County participa,tion) County Road 61 - extension north County pro,ject llth Ave. extension south City project - County Roa,ds widening and improvement general�y County projects (includif�g railroad grade se�arations) (Ra,ilroads partic ipation) _ Parki.n� Facilities: — _� Additional parking lots City projects2 Schools: _._..__ "Excelsiort' School Board of Education pro,ject Glen Lake School (,junior high unit) Board of Fd,ucation project "Minnetonk�"Sehool (elementary unit) Board of Fdu�ation pro,ject Park-Pla�v,�rounds and Plavfields• "Central" development (continued) City project Public Buildin�s: Library City project No. 3 fire station (possibly deferrable) City project � �Edina and St. Louis Park also should participate. 2Possible private participation, as in case of initial lots south of Excelsior Ave.