CR 04-046 Extension of 8th Ave S of Excelsior Blvd
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March 29, 2004 'I 1 1 Council Report 2004-046
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HOPKINS i
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EXTENSION OF EIGHTH AVENUE SOUTH OF EXCELSIOR BLVD.
Proposed Action
Staff recommends approval of the. following motion: adopt Resolution2004-017. authorizing
staff to submit a request to the Hennepin County Regional Railroad AuthorityBoard to permit an
extension of Eighth Avenue South across the HCRR.A property,
Overview
In 1998, Hennepin County terminated their HopkinsPublicWorks operation located on a 40-acre
parcel west of Highway 169 and south of Excelsior Boulevard. This property was subsequently
redeveloped by SUPERV ALD, with a 500,000 sq. ft. food distribution facility. This project has
substantially increased truck traffic on Excelsior Boulevard and Fifth A vehueSouth~
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Recently Hopkins Honda p~rchased the to-acre former Knox property located west of Fifth
A venue South and justnorth of the SlJ'P.ER V ALU facility, They are proposing to relocate the
existing Hopkins Honda on Mainstreetto this location, As (resultofcc)llcems about traffic
impacts relating to aredevelopment project on the adjacent roadway, the City contractedwith
Short, Elliott, Hendrickson,Inc. (SEH) 'to prepare a traffic study, The completed study details
implementing a va~iety of improvements to address trafficcongestiori atExcelsior Boulevard and
Fifth Avenue, One of these improvements is extending EighthAvenue south of Excelsior
. Boulevard across the HCRRA prop'erty~' '
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To faCilitate the extension of Eighth Avenue across the HCRRAproperty;theHCRRA board
needs to take formal action approving the crossing of the County property~The :first step in this
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proceSs is for the City Council to authorize staff to submit a request to the board.
, ,Primary Issues to Consider I'
. What is detailed in the SEH Traffic Study? , " " , '
. What are the issues relating to ,~he extension of Eighth A venue south of Excelsior
, Boulevard? i
Supportin1!Documents
. Resolution 2004;.017
. SEH Traffic, Study, Fifth A veri".le and Excelsior Boul~vard ,
. Reques 0 Hennepin County Regional Railroad Board, Eighth A venue South .Extension
Jim Ke Igan
. Planning & Economic
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Financial Impact: $ 0 NI A;..::- Budgeted: YiN _ ,Source:
Related Documents (CIP, ERP, etc,)::!
Notes:
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City Council Report 2004-046, March 29,2004- Page 2
, _.Primarv Issues To Consider
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. What is detailed in theSEH Thiffic Study?
The purpose of the SEH traffic study is to analyze traffic impacts ,on the surrounding
roadways as a result ofthe redevelopment ofthe former Knox property and provide
recommendations.
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Within the study, SEHhas identifiedahumher of Improvements to address traffic ,
impacts, ,They have identified some short-term improvements that involve changes to the
existing signalization: Theyhave also detailed a variety of more significant
improvements to the existing abutting roadways. .
On,e of the improvemeritsrecorrimended.in the study is the extension of Eighth Avenue
into the proposed redevelopment site. It is felt thafthis roadway extension will provide a
secondary accessto both re1iev~ traffic congestion at Fifth and Excelsior Boulevard ,and
improve emergency vehicle access into this area~
. What are the issues relating to,the extension of EightbAvenue south of Excelsior
,Boulevard? ..
" , The attachment entitled "Request to Hennepin County Regional RailroadAuthority
. Board, Eighth Avenu~ S.outhEx~ension" has~~enprepared by City st~ff for submission
to the County. A sectlOllofthesummary detaIls the advantages and dIsadvantages of the
EighthAvenue extension and specifically as relates to the crossing ofthe HCRRA
: property. As detailed, Staff feels that the advantages significantly oUf\veigh any
disadvantages, ,
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. There have been concems, expressed by County staff about having an additional crossing
or the HCRRA property. Staff has stated that the City, as part of any agreement, would
" assume the, cost of anysignage or improvenientsto prevent negative impacts. Staff
would propose that the obligation of this agreement be passed on to the redeveloper of
the former Knoxproperty as part of the approval process,
Alternatives
The City Council has the following alternatives regarding this action: .,
I) Approve the action as recommended by staff, With approval of this action, staffwill submit
the formal request to the County for the crossing of the HCRRA property.
2) ,Do not approve the proposed action.' With action,'no request would be submitted to the
County. This, in turn, would not al\ow for an extension of Eighth Avenue into the .
redevelopment site. This will create negative traffic impacts at Fifth and Excelsior with the
, ' redevelopment of the former Knox property,
. " 3) Continue the item for additional information. Preserttly the schedule is to have the HCRRA
board consider the City's request aftheir meeting oriApril20, This, will require that the
formal request be submitted to, the90unty by ApriU2. "With a, continuation this will delay
the above date~
CITY OF HOPKINS
HENNEPIN COUNTY, MINNESOTA
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. RESOLUTION 2004-021
REQUESTING APPROVAL OF AN EASEMENT CROSSING THE HENNEPIN
COUNTY REGIONAL RAILROAD AUTHORITY PROPERTY (HCRRA),
. ALLOWING THE EXTENSION OF EIGHTHi\ VENUE, SOUTH OF
EXCELSIOR BOULEVARD
WHEREAS, In J 998 SUPER V ALl] redeveloped the former Hennepin County.publ ic works
facility in Hopkins located at the southwest quadrant of Highway '169 and Excelsior Boulevard
into a major warehouse distribution facility, which generates substantial truck traffic;
WHEREAS, redevelopment is now qeing contemplated for a ten-acre site directly adjacent to
the SUPERV ALU distribution facility; "
WHEREAS, because iheabove described southwest quadrant presently has only one access
off Excelsior Boulevard; the City contniyted with SEH Consultants,to review present and future
traffic conditions;
WHEREAS, SEH has completed their report entitled "Excelsior Boulevard/FifthAvenue
. Traffic Study" and has recommended that, to improve traffic conditions, Eighth A venue be ex-
tended south from ExcelsiorBoulevard across the abutting HCRRA property to the proposed re'"
development property; and
WHEREAS, Hennepin County Regi(;mal Railroad Authority has adopted a policy to deny
grade crossings by local municipalities unless it can be shown that the granting of such a crossi ng
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wilJ outweigh the negative aspects of ariiadditional grade crossing over the LRT con-idor.
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NOW, THEREFORE, BE IT RESOLVED that the City Council of the City of Hopkins,
Milmesota, hereby requests that the Hennepin County Regional Railroad Authority board ap-
prove a crossing of the HCCRA property, with an extension of Eighth A venue South directly
south of Excelsior Boulev:ard, '
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BE IT FURTHER RESOLVED that the City of Hopkins has prepared a summary statement
detailing that the advantages of approvirigthis crossing outweigh any negative aspects.
Adopted this day of March 200~,
Eugene J, Maxwell, Mayor
ATTEST:
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Terry Obermaier, City Clerk
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. "CITYOF HQPKINS ,,'
REQUEST TO HENNEPIN COUNTY REGIONAL RAILROAD AUTHORlTY,BOARI>
. 8th AVENUE SOUTH EXTENSION ' "
ReQuested Action:
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Approval of an easement across HcRRA p~operty to allow the, extensionofa public street: 8th Avenue
, south of Excelsior Boulevard
Overview.:
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Ini 998, Hennepin County teJIDiriated their Hopkins, Public W orksoperatiort in Hopkins west of
Highway 169 and south of Excelsior Boulevard. This property ,was subsequently redeveloped by
SUPERV ALU, with a 500,000 sq. ft. food'distributiollfacility, This operation has substantially
increased tnick traffic on ,Excelsior Boulevard and Fifth A venue South.
Recentl Y H:opkins Honda purchased the 1 O~acre former Knox property,( the redevelopment parcel)
which is located directly north of the SuperValu distribution facility. They are proposing to relocate
their automobile operation presently on Mainstreet to this location" ',',
Asa result of staff concernS about trafficifupacts on sth A venue and th~ SthA venue IExcel~ior.'
. Boulevard intersection resulting from a proj ect on the redevelopment parcel, the City contracted with
Short, Elliott, Hendrickson, Inc. (SEH)toconduct a traffic study, the completed traffic study
indicates thatthe best scenario for addressing future traffic congestiopat Excelsior Boulevard and Fifth
Avenue is to extend Eignth Avenue south:ofExcelsiorBoulevard acro~s the HCRRA property,
providing a second access to the redevelopment parcel.
Public Purpose:
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. ' Relievetraffic congestion ~tthe Sth Avenuea~d Excelsior Boulevard intersection as
well asSth A venue south of.Excelsior Boulevard ' "'. ' . ,
. Provide an additional emergencyvehicle access to a limited:-access area ,.
. Facilitatethedevelbpmenton the redevelopment parcel resulting in increased tax base,
job creation, arid clean-up of contqminated, property ,.
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UniQue Characteristics of redevelopmettt parcel:
. Large site with only one acb~ss point (a study identified the redevelopment parcel asthe
only site with one access point in and around Hopkins, adjacent to the HCRRA.
corridor)
". Close proximity of single access pOInt to major intersection (Sth A venuelExcelsior "
,Boulevard) with no opportunity to increase separation due to,narrow'frontage on 5th,
. No other alternatives for second access:
. ./ "CP Rail to south and Southwest Regional Trail to north ,
,( Limited 1 OO"foqt frontage on 5th A venue to east (current access point)
,( Outlot with no ,current or practical access to west
. Unusual high volume oftiuck traffic passing single access point due to location of
SuperValu warehouse
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Advanta2:es of Grantin2: Reauest Disadvantae:es of Grantine: Reauest
l.Will not result in additional LRT stop I. County policy of no new crossings unless
advantages outweigh disadvantages
2. City will' assume all costs of a new '. 2. Cost of additional crossing
crossing (signalization, construction, etc;;.)
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3. Signage to restrict traffic from being stopped 3. Perceived danger of additional crossing
on HCRRA property; crossing arms if used for
LRT
4. Second access to site will result in faster
emergency response time to area
5. Significantly improves traffic flow at sth Avenue
& Excelsior Bou.levard " , ,
· . . . the proposed Access Scenario No 3, with
. access to the site provided on both 5th and 8th
A venues, is the best access scenario when looking
at the overall impact (delays, LOS, and queues) at
each of the key intersections. 1. . :
6. Allows for redevelopment of redevelopment parcel .
and future uses as designated by zoning
Attachments:
. SEH Excelsior Boulevard/Sth A ve~ue South Traffic Study
. Hopkins Honda Site Plan
. Memos from Hopkins Police Department
. 1. Short, Elliot, Hendrickson, Excelsior Boulevard/5th Avenue South Traffic Study, (March 23,
2004).
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Draft Traffic Study
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Excelsior Boulevard/5th A venue South
Hopkins, Minnesota
SEH No. A-HOPKN0403.00
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March 23, 2004
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. Excelsior Boulevard/5th Avenue South
Draft Traffic Study
Hopkins, Minnesota
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SEH No. A-HOPKN0403.00
March 23,' 2004
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I hereby certify that, this report was prepared by me or' under' my direct
supervision, and that I am a duly Licensed Professional Engineer under the laws
of the State of Minnesota.
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JOM M. Hagen, PE
Date: Lic; No.: 25789
Reviewed by:
Date
Short Elliott Hendrickson Inc.
3535 Vadnais Center Drive
St. Paul, MN 55110-5196
651.490.2000 "
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. Executive Summary
This study analyzes the traffic related impacts of the proposed redevelopment of the old Knox Lumber Site
located in the southwest quadrant of the intersection of Excelsior Boulevard and 5th Avenue' South on the
adjacent roadway system. !
The results of the study indicates that the traffic related impacts associated with the proposed redevelopment
of the old Knox Lumber Site are mainly'focused on Sib andSth Avenues, including the Excelsior Boulevard
intersections with 511I and Sth Avenues. Short-term improvements to the adjacent roadway system include the
elimination of the existing split-phased operation of the Excelsior Boulevard/5th Avenue traffic signal and
replacement with an eight-phased signal timing plan with protected/permissive left-turns on the Slh A venue
approaches to the intersection are recommended, even if the proposed redevelopment does not occur.
In addition to these recommended short-term improvements, the following improvements are also
recommended in order for the adjacent roadway system to accommodate the proposed redevelopment of the
old Knox Lumber Site. 1) The addition of a separate right-turn lane for the northbound Sth Avenue approach
of the Excelsior Boulevard/Sill Avenue intersection. 2) Provision of a southbound right-turn lane on Sth
Avenue at the East Site Driveway. 3) Provide a separate left-turn lane on the north- and southboundSlb
A venue approaches of the Excelsior Boulevard/Sth A venue intersection. 4) Continue the interconnection and
coordination of the signalized intersections along Excelsior Boulevard, and provide new signal timing plans
after the proposed extension of Sth Avenue :and the redevelopment are completed.
The study also indicates that the Access; Scenario No. 3 (with access to the proposed redevelopment site
provided on both Slh A venue and 8th Avenue extended) is the best access scenario when looking at the overall
. traffic related impacts (delay, level of service, and vehicular queues) at each of the key intersections.
Providing a secondary access to the proposed redevelopment site will also provide improved access to, the site
for emergency vehicles.
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Draft Traffic Study , A-HOPKN0403.00
Hopkins. Minnesota
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. Table of Contents
Certification Page
Executive Summary
Table of Contents
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1.0 Backgrou nd an d Pu rpose.. ~ ............... ... ....."" ............. ...... .......-:'..." 11II ...... ... ... .'..... ......" ......."".. 1
2.0 Roadway System...... .........11II".." ~ .......""...""" ........ 11II"" ....." ..." ...... ............" ...." ... ................"........... ............" 2
3.0 Site Access.. .......... ...... ................. 11II'" ~. ........................".." ........"..... Ill." ~... ...... .....".. ......".. ....... ........." ............. ..."...." 2
3.1 Access Scenario No.1: Access to 5th Avenue Only......................................... 3
3.2 AS' N " th
ccess cenarJo o. 2,: Access to 8 Avenue Only......................................... 3
3.3 Access Scenario No.3: Access to both 5th and 8th Avenues ............................ 3
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4.0 Trl p, Generation ............. 11II .... ...'.~....... ..... .....11II.. ...." ...." ........ ..... .;...."....." .......... ..." ...... ........ .... ..... .... 3
5.0 Trl p Distribution ........ ........~.;..... ... ........... ......... ..... .... ........... .......... .... ...... ........ .... ......... 3
6.0 Existing Cond itians.... ...... ..... ......... ......... ........... ....... ........ ............ .... .............. ......... .... 4
6.1 Traffic Volumes........................................................ .............. ........................... 4
7.0 Futu re Conditions .. ...... .we.. ..... ...... ........... ......... ......... ..... ...... ........ ... ........ ..... ... ........ .... 4
7.1 Average Dally Traffic Volume Forecasts ........................................................... 4
7.2 Peak Hour Traffic Volume Forecasts ................................................................5
. 8.0 Traffic: Analysis ... ..11I... ~ ....... ,. ~~... ........ .......... .............. ....... ......... ........~ .... ..... ... ...... ...... ...... 5
8.1 Level of Service Analysis ....................................................................................5
9.0 Trip Generation Comparison Between Proposed Redevelopment and
Current Zoni n 9 Scenario .. .~.............. ........ ............. ....'........ .......... .... .~.......... ......... Will.. ....... 6
10.0 Evaluation of Proposed Secondary Access at 8th Avenue ................................... 6
10.1 Impacts of the Proposed 8th Avenue Access on the Park-and-Rlde and
Existing Office Building' ..... ... ...... .......... ...... .... ........... .... ...~.tI........................... .... 7
10.2 Impacts of the Propos~d 8th Avenue Access on the Existing Southwest
Regional LRT Tr8il......~,. ".... .......... ... ......... ...... ......, ........... ,.... .......... ............. .... 8
11.0 Recommended Traffic Control and Lane Designations........................................ 9
12.0 Impacts of Potential Future Light Rail Transit Line on the Recommended
Improvements..... ........ ....... ~ ~~... .... .....~~... ..... .... .... ...... .... ................. ....... ....... ... .... .... 1 0
13.0 Concluislons and Recommendations...................................... .... ..................... .... 10
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. SEH is a registered trademark of Short Elliott Hendrickson Inc.
Draft Traffic Study - Excelsior Boulevard/5th Avenue South A.HOPKN0403.00
Hopkins, Minnesota Pagel
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. Table of Contents (Continued)
List of Tables
Table 1 - Proposed Redevelopment Trip Generation Volumes
Table 2 - Historic Traffic Volumes on 5th and 8th Avenues
Table 3 - PM Peak Hour Analysis: Key Intersections
Table 4 - Trip Generation Comparison: Automobile Dealership versus Business Park
List of Figures
Figure 1 - Location Map
Figure 2 - Preliminary Site
Figure 3 -Directional'Distributlon
Figure 4 - Site Generated Trips: PM Peak Hour
Figure 5 - Existing & Forecast Average Daily Traffic Volumes without Redevelopment Site
Figure 6 - Forecast Average Daily Traffic Volumes with Redevelopment Site
Figure 7 - PM Peak Hour Forecasts: Access Scenario No.1
Figure 8 - PM Peak Hour Forecasts: Acc;:ess Scenario No.2
Figure 9 - PM Peak HourForecasts:Access Scenario No.3,
. Figure 10 - Results of the level of Service Analysis
Figure 11 - Existing Traffic Control & Lane'Designations
Figure 12 - Recommended Traffic Control & Lane Designations .
List of Appendices
Appendix A PM Peak Hour Traffic Volumes & Recommended Lane Configuration at
Key Intersections: Existing 2004, Forecast 2005, Forecast 2015, and
Forecast 2025 Scenarios
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Draft Traffic Study - Excelsior BoulevarcJJSll1 AVenue South
A-HOPKN0403.00
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. March 23, 2004
Draft rrafflc Study
ExcelsJ~r Boulevard/5th Avenue South
Prepared L Hopkins, MinnesOta
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1.0 BaCkgr~Und and Purpose
As authorlzed by the City of Hopkins, SEH has peiformed a traffic impact
study for ~e redevelopment of the old Knox Lumber site (hereafter referred
to as the $ievelopment site).
The, City ~f Hopkins has currently received a proposal from Hopkins Honda
to redevelop the former Knox Lumber Company site located in the southwest
quadrant JOf the intersection of Excelsior Boulevard (CSAH 3) and 5th
. Avenue (I~Figure 1). "
In the preliminary site plan shown in Figure 2,' the redevelopment site is
planned ~o consist of a, 75,000 square foot auto dealership that will
incorpora~new and used car sales, parts, service, and a paint/body shop.
Redevelopment of the site is anticipated to begin in 2004 with the removal of
the existiqg Knox Lumber buildings, and full build-out of the site is expected
in 2005. Traffic conditions in 2005 Were used to' investigate the shOrt-term
impacts df the proposed development, while intermediate and long-term
traffic i~acts were examined using 2015 and 2025 traffic conditions,
respectiv 'y. Traffic impacts with and without the proposed redevelopment
were invef~gated for the three study horizon years.
It is the p~ose of this study to examine the traffic impacts that the proposed
redevelop~nt will impose on the supporting roadway system and key
intersectidns. In pursuit of this purpose, the following procedures were
undertakeh:
1. Detedtune the traffic that will be generated by the proposed development
in tef of weekday and p.m. peak hour volumes.
2. Develop for the years 2005, 2015, and 2025, the average daily traffic
volun# (ADT) projections on the supporting roadway system, and the
p.rn. p,eak hour traffic volumes projections at the key intersections,
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A-HOPKN0403.00
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3. Perform a level of service (LOS) analysis to determine the ability of the
key ititersections and roadway system to accommodate' the projected
peak hour traffic volumes given the three access scenarios.
4. DeterrDine the appropriate traffic control and lane designations at the key
intersections.
5. Based on the foregoing, develop conclusions and recommendations for
the roadways and key intersections affected by the proposed
redevelopment.
2.0 Roadway System
The regiohal transportation route that will primarily serve the proposed
development site is US Highway 169. Major highways and roadways
connecting, the site with the regional route are Excelsior Boulevard (CSAH
3), TH 7, Sth Avenue, and Sth Avenue. Excelsior Boulevard, Sth Avenue, .and
Sth Avenue will be the main roadways impacted by the proposed
development.
Excelsior Boulevard is an A "Minor Arterial north of the proposed
development and connects to US Highway 169 at a full-access, folded
diamond interchange. Excelsior Boulevard is a four-lane, divided roadway
with turn: Janes at intersections. The posted speed limit on Excelsior
Boulevard in the vicinity of the proposed development is 35 mph.
Fifth Avenue isa collector roadway north of Excelsior Boulevard and a local
. roadway south of Excelsior boulevard. Fifth Avenue is currently a two-lane,
undivided,' roadway with turn lanes provided at selected intersections. The
posted speed limit on 5th A venue is 30 m~~:
Eighth A venue is a local roadway north of Excelsior Boulevard. Eighth
Avenue is also a two-lane, undivided roadway. The posted speed limit is
30 mph. South of Excelsior Boulevard, Sib A venue extended forms a
driveway to the existing office building and the Metro Transit Park-and-Ride
lot located in the southwest and southeast quadrants of the ,intersection,
respective~y.
In discus~ion with the City of, Hopkins, it was determined that' the key
intersections for this study were:
. Excelsior Boulevard and 5th Avenue
. &celsior Boulevard and 8th Avenue
. Stl1 Avenue and the Bast Site Driveway
3.0 Site Access
The prelinunary site plan shows two access points that are being proposed
for the redevelopment site. The first access point (hereafter referred to as the
Bast Site :Driveway) is located at the same location as the existing driveway
into the bId Knox Lumber site. This East Site Driveway is located
approximately 175 feet south of the Excelsior Boulevard/5th Avenue
intersection. The orientation of the proposed building, landscaping, and the
placement of the pylon sign will attempt to identify this East Site Driveway
. as the prinlary access to the site.
Draft Traffic Study - Excelsior Boulevard/S1h Avenue South A-HOPKN0403.00
Hopkins, Minnesota ! Page 2
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. A secondary access point is proposed along the north side of the
development, opposite of the existing' Sib A venue approach of the Excelsior
Boulevard/Sib A venue intersection." This proposed access will be
accomplished through 'il street dedication extending Sib A venue south of
Excelsior Boulevard, across the existing Hennepin County Regional Railroad
Authority's trail (Southwest Regional LRT Trail) and potential future
Southwest Regional LRT line.
In order to assist in the review of the traffic related impacts of the proposed
secondary access, three different access scenarios for' the proposed
development were analyzed.
3.1 Access ~cenarlo No.1: Access to 5th Avenue Only
The first access scenario (hereafter referred to as Access Scenario No. 1)
assumes access to the proposed development will only be allowed on
Sib A venue, at the same location as the existing dnveway to the old Knox
Lumber site.
3.2 Access Scenario No. 2: Access to 8th Avenue Only
The second access scenario (hereafter referred to as Access Scenario No.2)
assumes, access to the proposed site will . only be permitted' to the south
approach of the Sib A venue intersection with Excelsior Boulevard.
3.3 Access Scenario No.3: Access to both 5th and 8th Avenues
The third and final access scenario (hereafter referred to as the Access
. Scenario No.3) assumes access to ,both Sib and Sth A venues. This access
scenario is essentially the same as shown in the preliminary site plan.
4.0 Trip Generation
Trip generation estimates for daily and the p.m. peak: hour were developed
for the proposed redevelopment based on information provided by Hopkins
Honda. This information included the anticipated number of employees at the
proposed facility; the various employee shifts throughout the" day; the
anticipated number of customers visiting the vehicle showroom, parts,
service, and auto body/paint shop; as well as statistics on vehicle and other
deliveries~ These trip generation estimates were then compared to the rates
and fOnllulas presented in the Institute of Transportation Engineer's Trip
Generation Manual, Seventh Edition, 2003, and were found to be consistent
with the anticipated traffic, generated by a 75,000 square foot new car sales
dealership;
As shown in Table 1. it is estimated that the redevelopment site will generate
2.500 new trips on the adjacent roadways on an average weekday. During
the p.rn. peak hour, it is estimated that approximately 159 new trips will be
generated by the proposed redevelopment site, with 62 inbound and 97
outbound ,trips.
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5.0 Trip DI~trlbution
The traffic generated by the' proposed. redevelopment was added to the
adjacent roadways using the directional distributions shown in Figure 3. The
directional distributions, shown in Figure 3 are based on proposed
. connections to the area roadway system. general flow of traffic in the area, as
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Draft Traffic Study - Excelsior Boulevard/5tll Avenue South A-HOPKN0403.00
Hopkins, Minnesota ' , Page 3
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. well as the location of large' concentrations of residential areas (potential
customers) and other competing businesses (other dealerships) within the
City of Hopkins and the surrounding communities.
The p.rn.: peak hour' site generated traffic volumes for the proposed
redevelopment site are shown, in Figure 4 for each of the three access
scenarios.
6.0 Existing Conditions
6.1 Traffic Volumes
Existing land historical average daily traffic (ADT) volumes on Excelsior
Boulevard" 5th Avenue, and Sdi A venue were obtained from Hennepin County
and MnlDOT.
In order to supplement, the existing, ADT volumes, SEH conducted manual
peak hour turning movement counts at the key intersections on
January 7, 2004 between the hours ,of 4:00 p.m. and 6:00 p.m. These voluIiles
were used as a baseline in developing the traffic volume forecasts for the
anticipated'year of full build,:,out of the redevelopment site (2005), as well as
the foreca~t year 2015 and 2025.
Since the~ are a number of trucks that use Sth A venue to gain access to the
existing SuperValu distribution center south of Excelsior Boulevard. a
4S-hour mechanical classification count was also, conducted on 5th Avenue
from Tuesday. January 6. 2004 through Thursday. January 8, 2004. This
. classification count was conducted in order to help identify the percentages
and peak hours of truck traffic along 5th Avenue.
The results of the classification count revealed that on an average weekday,
20 to 25 percent of the traffic on 5th Avenue. south of Excelsior Boulevard.
are semi-tractor trailer trucks. The trucktraffic from the distribution site is
fairly well spread out throughout an average weekday; however. the 12-hour
timeftame, from 6:00 a.m, until 6:00 p.rn; does experience approximately 60
to 65 percent of the total daily truck traffic.
7.0 Future Conditions
7.1 Average Daily Traffic Volume Forecasts
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The ADT volumes for the adjacent roadways without the proposed
redevelopment site are shown in Figure 5. These volumes represent the
existing and forecast year 2005, 2015. and 2025 traffic volumes.
The existing volumes. were provided by Hennepin County and MnlDOT.
while the forecast year 2005, 2015, and 2025 ADT volumes were derived
using the following procedure. '
Forecast 2020 ADT volumes along Excelsior Boulevard were obtained from
the Hennepin County Transportation Systems Plan. 2000. The forecast 2020
ADT volume on Excelsior Boulevard east of 5th A venue is anticipated to be
41,000 vehicles per day. West of 5lh Avenue, the forecast year 2020 ADT
volume on Excelsior Boulevard is estimated at 28,500 vehicles per day.
Comparing these forecast 2020 traffic volumes to the actual traffic counts in
. the years 1998 and 2000 resulted in an average annual growth rate over the
Draft Traffic Study - Excelsior Boulevard/5th Avenue South A-HOPKN0403.00
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. forecast period of 2.43 percent on Excelsior Boulevard east of 5th Avenue,
and 1.48 percent on Excelsior Boulevard west of 5th A venue. These two rates
were then applied in a straight-line fashion to derive the forecast year 2005,
2015, and 202S traffic volumes on Excelsior Boulevard, without the
proposed'redevelopment, are shown in Figure 5. The anticipated traffic
generated by the proposed redevelopment site was then added to these base
forecast ADT volumes in order to calculate the forecast year 2005,2015, and
2025 volumes with the redevelopment site, as shown in Figure 6. "
In order to develop the forecast ADT volumes on 5th andSth Avenues,
historic traffic volumes were reviewed from 1992 to 2002. As shown in
Table 2, traffic volumes on both 5th and 81b Avenues have remained rather
consistent over the past 10 years and have actual declined in the most recent
two years: Rather than assuming a flat or continued decline in traffic volumes
on these. roadways, and in order to account for potential redevelopment of
some nearby parcels in the vicinity of the study area, a O.Spercent growth
rate was applied to the existing'volumes'on 5th and glll Avenues to obtain the
forecast year 2005, 2015, and 2025 ADT volumes without the redevelopment
site. The anticipated traffic generated by 'the' proposed redevelopment was
then added to these' base forecast ADT volumes on 5th and Sib A venues in
order to ,calculate the forecast year 2005,2015, and 2025 volumes with the
redeveloPirent site, also shown in Figure 6.
7.2 Peak H~ur Traffic Volume Forecasts
The p.m: peak hour turning' movement volumes forecasts at the key
. intersections were derived in a similar manner as the ADT forecasts and are
shown in Figures 7, S, and 9, for the Redevelopment Site Access Scenario
Nos. I, 2" and 3, respectively. Each of the access scenarios was analyzed in
order to. identify any potential operational issues. This analysis is
summari~d in the following sections.
8.0 Traffic Analysis
8.1 Level of. Service Analysis
A LOS a~alysis was conducted at each of the three key intersections in order
to determine the ability of the existing roadway system, to accommodate the
traffic generated by the proposed redevelopment. Traffic simulation was
used to ,model traffic over the p.rn. peak hour' in order to determine the
average delay per vehicle and the related LOS for each intersection and
traffic movement.
LOS is a' qualitative rating system used to describe the efficiency of traffic
operations at an intersection. InterseCtions are given a ranking from LOS A
through LOS F. LOS A indicates the best or most desirable condition, with
vehicles experiencing minimal delays. LOS Findicates the worst desirable
condition, with considerable congestion and a general breakdown of traffic
flow through the intersection as a result of demand exceeding capacity,
LOS A through D are generally considered to be acceptable by drivers in
urban ~as. LOS E indicates that the intersection is operating at, or near
capacity/with vehicles experiencing substantial delays.
The results of this analysis are shown in Figure 10, Table 3, and are
. discussed briefly below. Since the intersection of 5th Avenue and the East
Draft Traffic Study - Excelsior Boulevard/S"'l Avenue South A-HOPKN0403.00
Hopkins, Minnesota Page 5
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'.' ., Site Driveway will only experience traffic on the eastbound approach to the
intersectio~ from the proposed redevelopment site" under Access Scenario
Nos; 1 and 3, the intersection was only analyzed under these two scenarios.
9.0 Trip Generation Comparison Between Proposed
Redevelopment and Current Zoning Scenario
. The redevelopment site is currently zoned Business Park. Based on this .
current zoning, the site could be redeveloped with a general office land use.
Using the City's current flooNo-area ratio of l.Ofor this lO-acre site.
435,600 square feet of office space could be built on the site instead of the
proposed dealership.
Table 4 ,shows the trip generation estimates given the two development
scenarios:; the proposed automobile dealership scenario and the business
park scenario. As shown in Table 4, the dealership will likely generate 2,500
new trips ~n an average weekday and approximately 159 new trips (with 62
inbound and 97 outbound trips) during the p.m. peakhour.
Under the, business park scenario. the redevelopment site would likely
generate 4,800 new trips on the adjacent roadways on an average weekday,
and approximately 649 new trips (with ,110 inbound and 539 outbound trips)
during the, p.rn. peak hour.
i
,Comparing the two redevelopment scenarios shows that the proposed
automobile dealership would generate approximately 48 percent less traffic
. on an average weekday than, a business park scenario, and approximately 76
percent less traffic during the p.rn. peak hour.
10.0 Evaluation of Proposed Secondary Access at athAvenue
As stated' previously in this report. the preliminary site plan of the
redevelopment site proposes two access driveways; one along 5th A venue,
and the other opposite the 8th A venue approach to the Excelsior
Boulevan:1J8th Avenue intersection. The LOS analysis revealed the existing
signal at the intersection of Excelsior Boulevard and 8th Avenue will be able
to accommodate the estimated traffic generated by the proposed
redevelopment and the forecast traffic volumes, provided that the northbound
and southbound approaches to the intersection allow for" two separate
approach lanes; one left tum lane and a shared through/right turn lane.
The East Site Driveway, located on 5th Avenue, will operate at an acceptable
LOS assulning stop sign control on the driveway approach to 511I A venue, It is
also recommended that the east site driveway approach to 5th Avenue consist
of two exit lanes (one left turn lane and one right turn lane),
While the results of the LOS analysis revealed that a right turn lane into the
proposedredeveloprnent site on 5th Avenue may not be required from a
capacity standpoint. From a safety standpoint, it is recommended that a right .
turn lane, be provided on 5th Avenue at the East Site Driveway for
southbound right turns into the site. Anytime turning vehicles can be
separated; from the mainline through traffic, the safety of an intersection
increases: This will be even more important on 5th A venue. since the majority
. of the traffic into the site will be coming from the east on Excelsior
Draft Traffic Study - Excelsior Boulevardl5lh Avenue South A-HOPKN0403.00
Hopkins. Minnesota Page 6
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. Boulevard and makin! a left turn. onto' 5th Avenue. Once the vehicles make
their left turn on to 5 Avenue, they will only have approximately 175 feet
before they will have to slowdown and make a right turn into the East Site
Driveway. Providing a separate lane for these vehicles to decelerate to make
their right turns into the site will help to separate the turning vehicles from
the remairiing vehicles that will be accelerating out of their left turn on to Sth
A venue to continue southbound on the roadway. This will reduce the number
of potential conflicts in this area, making the intersection of Sth Avenue and
the East Site Driveway safer.
Another option that was considered, but rejected, was to relocate the East
Site Driveway further to the south along Sth. A venue, closer to the south
property line of the proposed redevelopment site. While this option would
provide a: greater separation between Excelsior Boulevard and the East Site
Driveway,] it would also decrease the distance between the East Site
Driveway and the existing Soo Line Railroad crossing ofSth Avenue. This
would increase the likelihood of northbound vehicles on 5th A venue having
to stop on ,or near the railroad crossing in order to turn leftin to the proposed
redevelopment site. Since this, is not a' deSirable situation from a safety
standpoint, it is recommended that the East Site Driveway remain at the
current location, and a southbound right turn lane ,be provided on 5th A venue
at the East Site Driveway.
10.1 ImpactS 'of the'Proposed 8th Avenue Access on the Park-and-
Ride and ;ExistJng Office Building
. The pro~sed extension of 8th A venue south of Excelsior Boulevard will not
only anow for a secondary access to the proposed redevelopment site, but
will also continue to provide access to the park-and-ride and the existing
office building.
Metro Transit is in the process of finalizing plans to upgrade the existing
park-and-ride that is located in the southeast quadrant of the intersection of
Excelsior 'Boulevard and 8th Avenue. A copy of ,the site plan provided by
Metro Transit shows the upgraded park-and-ride facility will essentially
convert the existing park-and-ride area into a bus loading and unloading area,
and create a new parking area for approximately 36 automobiles to the east
of the park-and-ride's driveway that is directly off of Excelsior Boulevard.
Access to the upgraded park-and-ride facility will remain as it currently
exists; the first driveway opposite of the Sib Avenue approach of the
Excelsior Boulevard/8th Avenue intersection (a shared driveway with the
existing office building located in the southwest quadrant of the intersection),
and a second driveway directly on Excelsior Boulevard (approximately
265 feet e~st of the 8th A venue intersection).
A model was built using the SynchrolSimTraffic software program, in order
to analyze and simulate the operation and interaction of the Excelsior
Boulevard/Sth A venue intersection with the intersection that would be formed
by the existing driveways of the office building and park-and-ride and the
proposed secondary access driveway of the redevelopment site. The results
of this analysis revealed that while there wiU likely be an increase in the
. likelihood. that queues of vehicles may develop, which could momentarily
Draft Traffic Study - excelsior BoulevarcllSIh Avenue South A.HOPKN0403.00
Hopkins, Minnesota Page 7
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. ' block access into the park.;and-ride facility from the Sib Avenue driveway, the
queues would typically be cleared by the Sib Avenue approach's green phase
of the traffic signal prior 'to the arrival of westbound buses on Excelsior
Boulevard that need to turn left at Sib Avenue to gain access to the park-and-
ride. "
Vehicles exiting the park-:and-ride and office building, from the Sib Avenue
driveway,; will experience a sHght increase in delay (1 to 2 seconds on
average during the p.m. peak hour) due to the proposed secondary access to
the redevelopment site, but generally not much more delay than they
currently experience waiting for the green light on the 81b Avenue approach.
The only difference might be that the vehicles may have to wait in their
respective driveways. rather than on the Sib Avenue approach to the
intersection. This delay could also be better managed by creating a traffic
control condition similar to what is currently the nonn at many entrances to
area malls and side street/frontage road intersections: vehicles on the
driveway: approaches from the' office building.park-and-ride. and the
proposed redevelopment site must stop. while southbound vehicles on glb
A venue (from Excelsior Boulevard) would' not be required to stop.
10.2 Impacts of the Proposed 8th Avenue Access on the Existing
Southwest Regional LRT Trail
In additio~ to the LOS analysiS' that was described earlier in this report.
another critical element of, traffic operations analysis is queuing - the
distance tllatapproaches to an intersection "back-up" with vehicles. During
. the course of this traffic study, one of the concerns that the City has been
made aware of is the possibility of northbound vehicles leaving the proposed
redevelopment 'site backing, up on 8th A venue. from the, Excelsior Boulevard
intersection" and possibly blocking the existing Southwest Regional LRT
Trail. The' existing Southwest Regional LRT Trail is 'located approximately
140 feet south of Excelsior Boulevard. If Slh Avenue is extended to the south
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of Excelsior Boulevard, ,across the existing trail, to provide a secondary
access to, the proposed redevelopment ,site, the trail will be located
approximately 60 feet south. of the intersection formed by 8th Avenue
extended and the driveways to the existing office building and park-and-ride.
In order to determine whether this concern was valid, vehicular queues were
analyzed using the SimTraffic software. Traffic simulation reported the
average, 95th-percentile, and maximum queues for the northbound 81b Avenue
approach to Excelsior Boulevard. and the animation was reviewed to
determine ,the impacts of these ~ueues. Only the two access scenarios that
added traffic to the northbound S Avenue approach were reviewed as part of
this queuipg analysis: Access Scenario No.2. and Access Scenario No.3.
Given these two access scenarios. it is not surprising that access scenario that
will generate the most vehicles on Sth A venue south of Excelsior Boulevard
(Access Scenario No.2), will also be the scenario that will likely experience
the longest average vehicular queues on the northbound approach to the
intersection. The average vehicular queue during p.rn. peak hour under
Access Scenario No. 2 extends approximately 38 feet south of the office
buildinglpark-and-ride driveways (compared to 29 feet under Access
. Scenario No.3). The 9SIb-percentile queue given the Access Scenario No.2
,
Draft Traffic Study - Excelsior Boulevard/5th Avenue South A.HOPKN0403.00
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. was reponed at 64 feet (compared to 48 feet under Access Scenario No.3),
and the truiximum reported queue given Access Scenario No. 2 was 70 feet
(compared to 68 feet for Access Scenario No.3). Since approximately 60
feet will separate the existing office building/park-and-ride driveways from
the Southwest Regional LRT Trail, neither of the two scenarios wilJ have
average vehicular queues that will backup from Excelsior Boulevard and
block thetfail. However, Access Scenario No.3 wiIllikely produce shorter
vehicular queues (average, 9th.percentile, and maximum), and will provide
less, of a chance that northbound vehicles on gilt Avenue will back up to the
point ofblbcking off the existing Southwest RegionalLRT trail.
~
11.0 Recommended Traffic Control and Lane Designations
The existi~g traffic control and lane designations at the key intersections are
shown in Figure 11. The recommended traffic control and lane designations,
in order to\ accommodate the forecast traffic volumes, including the proposed
redeveloprbent site, are shown in Figure 12. The following short-term
improvem~nt is recommended even if the proposed redevelopment does not
' ' ,
occur: I
!
. Elin1irtation of the existing split-phased operation of the Excelsior
Boulevard/Slit A venue traffic signal, and replace it with an eight-phased
signal ,timing plan that will provide protectedlpennissive left turns, on the
Sib A venue approaches to the intersection.
i
"
In "additioh to the short-term improvement listed above, the following
. improve~nts should are recommended in order to accommodate the long-
term forecast volumes and the addition of the proposed redevelopment site:
f .
. At the; Excelsior Boulevard/5th A venue intersection, construct a separate
right tpm lane on the northbound Sth A venue approach to the intersection
in onter to provide three app~oach lanes (one left turn lane, one through
lane, ~d one right turn lane).
i
. Provi4e a southbound right-turn lane on Slit Avenue at the 5111
AventielEast Site Driveway intersection.
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!
. Provide two exit lanes (one left-tinn lane, and one right-turn lane) on the
East She Driveway approach to Sth Avenue.
I
. At th~ Excelsior Boulevard/Sth Avenue intersection, provide two
approach lanes on ,the northbound and southbound approaches to the
inters~tion in order to develop a separate left turn lane and a shared
throu~hlright turn lane.
I
. Contidue the interconnection and coordination of the signalized
inters~ctions along Excelsior Boulevard. This should also include
providing new signal timing plans after the proposed redevelopment is in
place; I
The stUd~, also indicates that the proposed Access Scenario No.3, with
access to the redevelopment site provided on both Slit and 8th A venues, is the '
best acces~ scenario when looking at the overall impacts (delays. LOS, and
. queues) a~i each of the key intersections~ Providing a secondary access to the
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Hopkins. Minnesota [ Page 9
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. proposed rrdevelopment site will also provide improved access to the site for
emergency vehicles.
12.0 Impacts of Potential Future Light Rail Transit Line on the
Recommended Improvements
The Hennepin County Regional Railroad Authority owns right-of-way that
runs along the north side of the proposed redevelopment site. This right-of-
way currently contains the Southwest Regional LRTTrail, and has been
identified as a potential alignment for the future Southwest Regional LRT
line. Currently. there is not an adopted schedule for this potential future LRT
line. Nevertheless, a 10 to 20-year build-out of this LRT line was assumed
forthe purposes ofthis study.
Using infoimation gathered from the Hiawatha LRT line that is currently
under construction, a model was built using the software package
SynchrolSimTraffic to observe the interaction between the key intersections
studied as part of the Excelsior Boulevard/5th Avenue South Traffic Study
and the potential future Southwest RegionalLRT line, given the forecast year
2025 p.m. peak hour traffic volumes.
For the pulposed of this analysis, the LRT line crossings with 5th A venue and
the North Site Driveway (or 8th Avenue south of Excelsior Boulevard) are
assumed to be controlled by crossing gates and signals. These crossing
signals are assumed to be coordinated with the traffic signals at Excelsior
Boulevard. The frequency of the LRTtrain was assumed to be 16 per hour.
. or 8 trains'in each direction during the p.m. peak hour. When an LRT train
,
approaches the crossing. the cross street traffic will be stopped for
approximately 27 to 30 seconds while the train clears the crossing.
Using these assumptions, the future LRT line will add some additional delay
to the key signalized intersections; however, not enough to change the
overall intersection LOS for any of the three redevelopment site access
scenarios. , The largest impact of th~ potential future LRT line would most
, likely be seen on vehicular queues on the northbound approach of 5th Avenue
at the Excelsior Boulevard/5th Avenue intersection. Vehicular queues on the
northbound 5th Avenue approach will have the potential of extending
anywhere from 100 to 150 feet (or 4 to 6 vehicles) to the south of the future
LRT crossing. This would likely block the East Site Driveway when an LRT
train passes, adding additional delay to vehicles leaving the site. By having a
secondary access to the proposed redevelopment site, vehicles would have an
alternative' means to enter and exit the site. spreading out the traffic-related
impacts the site may have on the adjacent roadway system if only one access
point to th~ site was provided.
13.0 Conclu$ions and Recommendations
The stud~ indicates that traffic impacts associated with the proposed
redevelopment site are mainly focused alon& 5th and 8th A venues, including
the Excelsior Boulevard intersections with 5 and 8th A venues. Based on the
analysis above, the following short-term improvement is recommended even.
if the proposed redevelopment does not occur:
.
Draft Traffic Study - Excelsior Boulevard/Sill Avenue South A-HOPKN0403.00
Hopkins, Minnesota Page 10
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. . Elimination of the existing split-phased operation of the Excelsior
Boulevard/Sth Avenue traffic signal, and replace it with an eight-
phased signal timing plan that will provide protected/permissive left
turns on the 5th A venue approaches to, the intersection.
In addition to the short-term improvement listed above" the following
improvements should are recommended in order to accommodate the long-
, , ,
tenn forecast volumes and the addition of the proposed redevelopment:
. At the Excelsior Boulevard/Sth Avenue intersection, constnJcta
separate right turn lane on the northbound 5th A venue approach to the
intersection in order to provide three approach lanes (one left turn
lane, one through lane, and one right turn lane).
. Provide a southbound right-turn lane on 5th Avenue at the 5th
A venue/East Site Driveway intersection.
. Provide two exit lanes (one left-tUrn lane, and one right-turn lane) on
the East Site Driveway approach toSth Avenue.
. At the Excelsior Boulevard/Sth A venue intersection, provide two
approach lanes on the northbound and southbound approaches to the
intersection in order to develop a separate left turn lane and a shared
through/right turn lane.
. Continue the interconnection and coordination of the signalized
. intersections along Excelsior Boulevard. This should ,also include
providing new signal timing plans' after the proposed redevelopment
is, in place.
The study also indicates that the proposed Access Scenario No.3, with
access to the redevelopment site provided on both 5th an.d 8th Avenues, is the
best access scenario when looking at the overalJ. impacts (delays, LOS, and
queues) at each of the key intersections.
Finally, the results of the study also indicates the addition of the potential
future LRT line will not significantly change the roadway improvements
needed to mitigate the impacts of the proposed redevelopment site, and may
actually make it more desirable for the site to have more than one access
point as' traffic volumes on the adjacent roadway system increase in the
future, and it ~omes increasingly more difficult to exit the site.
, ~
\\ntauoolqtltJ\blb>plcnI0403OOIdocItram._y.doc
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Draft Traffic Study - Excelsior Boulevard/5th AVenue South A-HOPKN0403.00
Hopkins, Minnesota Page 11
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List of Tables
, Table 1- Proposed Redevelopment Trip Generation Volumes
Table 2 - Historic Traffic Volumes on 5th and 8th Avenues
Table 3 - PM Peak Hour Analysis: Key Intersections
Table 4 - Trip Generation Comparison: Automobile Dealership versus Office Building
.
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. Table 1
PROPOSED REDEVELOPMENT
TRIP GENERATION VOLUMES
Land i Weekday PM Peak Hour Volume
Use . Size Units Volume In Out Total
I
New Car Sales 75,000 : sf 2,500 62 97 159
Total Trips Generated by Site 2,500 62 97 159
Note: Trip Generation was derived using infonnatlon provided by Hopkins Honda, and the "Trip Generation
ManuafU, 7th Edition, Institute of Transport~tion Engineers, 2003.
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1 3/16/2004
Table1.xls Short Elliott Hendrickson Inc.
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Table 4
TRIP GENERATION COMPARISON:
. AUTOMOBILE DEALERSHIP VERSUS BUSINESS PARK
Land i Weekday PM Peak Hour Volume
, '
Use Size Units Volume In Out Total
, .
Business 435,600 sf 4,800 110 539 649
Park/General
Office
New Car Sales 75,000 sf 2,500 62 97 159
i
Difference between Business Park' 2,300 48 442 490
and New Car Sales Land Use
. " '
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Percentage Difference between 47.9% 43.6% 82.0% 75.5%
Business Park and New Car Sales.
Land Use ' i
Note: Trip Generation was derived using information provided by Hopkins Honda, the City of Hopkins,
and the "Trip Generation Manuar, 7th Edition; institute of Transportation Engineers, 2003.
.
Table4.xls Short ,Ellfott Hendrickson Inc. 3/1712004
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list of Figures
Figure 1 - Location Map
Figure 2 - Preliminary Site
Figure 3 - Directional Distribution
Figure 4 - Site Generated Trips: PM Peak Hour
Figure 5 - Existing & ForE7cast Average Daily Traffic Volumes without Redevelopment Site
Figure 6 - ~orecast Average Daily Traffic Volumes with Redevelopment Site
Figure 7 - PM Peak Hour Forecasts: Access Scenario No. 1
Figure 8 - PM Peak Hour Forecasts: Access Scenario NO.2
Figure 9 -PM Peak Hour Forecasts: Access Scenario NO.3
i Figure 10- Results of the Level of Service Analysis
! Figure 11 - Existing Traffic Control & lane Designations
j
· : Figure 12 - Recommended Traffic Control & lane Designations
.
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Appendix A
PM Peak Hour Traffic Volumes & Recommended Lane Configuration ,at Key Intersections:
Existing 2004, F;orecast 2005, Forecast 2015, and Forecast 2025 Scenarios
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