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Memo-Hopkins Honda Traffic Study . MEMO ,~ To: Zoning and Planning Commission From: Nancy Anderson Date: May 21,2004 Subject: Hopkins Honda Traffic Study Attached is the final traffic study for the former Knox site .at 250 Fifth Avenue South. The study indicates that access points on Fifth and Eighth Avenue wot:Jld provide the best solution for the overall traffic impacts in this area. The traffic study recommended improvements to Fifth Avenue. The first one was to expand northbound Fifth Avenue to allow for a right turn lane. The second was a southbound right turn lane on Fifth Avenue into the site. The northbou~ipFifth Avenue right turn lane will have to be completed, but the right turn lane into the0~me may not be . constructed. The PUD agreement will have terms for the construction of these improvements to Fifth Avenue. Attached is the technical memorandu~,that describes the improvements to Fifth Avenue and the Eighth Avenue extensior!\.tand the costs associated with the improvements. . ~--~---- - -. --- ~ a . Traffic Study - Excelsior Boulevard/5th Avenue South Hopkins, Minnesota SEH No. A_HOPKN0403.00 ~. K~t ,>~ Apri115, 2004 .. JI. SEH Multidisciplined. Single Source. Trusted solutions for more than 75 years. . Excelsior Boulevard/5th Avenue South Traffic Study ;;1 Hopkins, Minnesota , di I SEH No. A-HOPKN0403.00 April 15, 2004 ] 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 '1. ofthe Sm'. of MiJ~ ~C7~ 1 John M. Hagen, P Date: ~ / /5/0,-/ Lie. No.: 25789 Reviewed by: ~~-;6t 4/t2-/0f Date Short Elliott Hendrickson Inc. 3535 Vadnais Center Drive St. Paul, MN 55110-5196 I 651.490.2000 ~. ".. ~ ! I $I j le 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 indicate thatthe traffic related impacts associated with the proposed redevelopment of the old Knox Lumber site are mainly focused on 5th and stll A venues, including the Excelsior Boulevard intersections with 5th and sth A venues. Short-term improvements to the adjacent roadway system include the elimination of the existing split-phased operation of the Excelsior Boulevard/5th A venue traffic signal and replacement with an eight-phased signal timing plan with protected/permissive left turns on the 5th Avenue approaches to the intersection are recommended, even if the proposed redevelopment does not occur. In addition to these recommended short-term improvements, the followip.g 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 5th A venue approach of the Excelsior Boulevard/5th A venue intersection.. 2) Provision of a southbound right turn lane on 5th A venue at the East Site Driveway. 3) Provide a separate left turn lane on the northbound and southbound sth Avenue 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 A venue 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 5th A venue and SthA venue 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. i ~. fit ~ Traffic Study A-HOPKN0403.00 Hopkins, Minnesota 1. Table of Contents 1 Certification Page J Executive Summary Table of Contents Page 1.0 Background and Purpose.... .......... ...... ........... ......... .~............ ......... ................. ...... 1 2.0 Roadway System ...... ................................................... ..~............. ............. .............. 2 3.0 Site Access .. .............. ................. .... ............ ............... ........ ............. ............... ......... 2 3.1 Access Scenario No.1: Access to 5th Avenue Only......................................... 3 3.2 Access Scenario No.2: Access to 8th Avenue Only......................................... 3 3.3 Access Scenario NO.3: Access to both 5th arid 8th Avenues............................ 3 4.0 Trip Generation........... ........... ...... ........ ........ ..... ...................................... ................ 3 5.0 Trip Distribution.... .................. ..... .............. .............. ....... ...... ........ ...... ...... ....... ....... 3 6.0 Existing Conditions ... .......... ...................... ..........;. ...... ..... ..... ........ .......... ..... .... ...... 4 6.1 Traffic Volumes ...... .............. .................. ..... ....... .,. ...... ..... ....... ............... .... ...... 4 7..0 Future Conditions.................. ....... .............. ................. ........ ....... .................. .......... 4 7.1 Average Daily Traffic Volume Forecasts...... .... ............ .... ...... .... ......... ....... ....... 4 . 7.2 Peak Hour Traffic Volume Forecasts...... ........... ............... ................ ...... .......... 5 8.0 Traffic Analysis ............. ... ........ ............. .......................... ,.. .... ........................ .... ..... 5 8.1 Level of Service Analysis......... ............ ............. ..... .... .., .... ....... ....... .... ..... ...... ... 5 9.0 Trip Generation Comparison Between Proposed Redevelopment and Current Zoning Scenario ............... ...................... ........ ......... .................... ....... ....... 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-Ride and Existing Office Building.. .......... ............... ....... ................. ....... .................... ....... 7 10.2 Impacts of the proposed 8th Avenue Access on the Existing Southwest Regional LRT Trail............... .................. .......... .;. .......... ..................... ........ ...... 8 11.0 Recommended Traffic Control and lane Designations ....................................... 9 12.0 Impacts of Potential Future light Rail Transit line on the Recommended Improvem~nts .... .... ........... .... ....... ............. .... ........... ..... ... ...... ....... ............. ...... ..... 10 13.0 Conclusions and Recommendations .................................................................. 10 ftI l:{:" 4. mo, a SEH is a registered trademark of Short Elliott Hendrickson Inc. Traffic Study - Excelsior Boulevard/5lh Avenue South A-HOPKN0403.00 Hopkins, Minnesota Page i . Table of Contents (Continued) '~ 'I ,tl List of Tables I 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 I Table 4 - Trip Generation Comparison: Automobile Dealership versus Business Park 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 & 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: Access Scenario No.2 . Figure 9 - PM Peak Hour Forecasts: 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 , I f~J '''. M Traffic Study - Excelsior Boulevard/5th Avenue South A-HOPKN0403.00 Hopkins. Minnesota Page ii - - = - -- ~ ~--._.~-- ~~...,...... 'i I ,ffi . . . April 15, 2004 & *1 I Traffic Study Excelsior Boulevard/5th Avenue South Prepared for Hopkins, Minnesota 1.0 Background and Purpose As authorized by the City of Hopkins, SEH has performed a traffic impact study for the redevelopment of the old Knox Lumber site (hereafter referred to as the redevelopment site). The City of Hopkins has currently received a proposal from Hopkins Honda to redevelop the former Knox Lumber Company site located in the southwest "~f. quadrant of the intersection of Excelsior Boulevard (CSAH 3) and 5th Avenue (see Figure 1). j In the preliminary site plan shown in Figure 2, the redevelopment site is planned to consist of a 75,000 square foot auto dealership that will incorporate 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 existing 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 of the proposed development, while intermediate and long-term traffic impacts were examined using 2015 and 2025 traffic conditions, respectively. Traffic impacts with and without the proposed redevelopment were investigated for the three study horizon years. It is the purpose of this study to examine the traffic impacts that the proposed redevelopment will impose on the supporting roadway system and key intersections. In pursuit of this purpose, the following procedures were undertaken: 1. Determine the traffic that will be generated by the proposed development I in terms of weekday and p.m. peak hour volumes. 2. Develop for the years 2005, 2015, and 2025, the average daily traffic volume (ADT) projections on the supporting roadway system, and the ~ p.m. peak hour traffic volumes projections at the key intersections. ~. A-HOPKN0403.00 Page 1 -'-----'-- - I 1 J. 3. Perform a level of service (LOS) analysis to determine the ability of the key intersections and roadway. system to accommodate the projected peak hour traffic volumes given the three access scenarios. 4. Determine the appropriate traffic control and lane designations at the key intersections. 1 5. Based on the foregoing, develop conclusions and recommendations for the roadways and key intersections affected by the proposed redevelopment. I 2.0 Roadway System The regional transportation route that will primarily serve the proposed i development site is US Highway 169. Major highways and roadways connecting the site with the regional route are Excelsior Boulevard (CSAH 3), TH7, 5th Avenue, and 8th Avenue. Excelsior Boulevard, 5th Avenue, and 'I 8th A venue will be the main roadways impacted by the proposed .' 1 development. ,j '1 Excelsior Boulevard is an A Minor Arterial north of the proposed development and connects to us Highway 169 at a full-access, folded J diamond interchange. Excelsior Boulevard is a four-lane, divided roadway with turn lanes at intersections. The posted speed limit on Excelsior Boulevard in the vicinity ofthe proposed development is 35 mph. Fifth Avenue is a collector roadway north of Excelsior Boulevard and a local . roadway south of Excelsior boulevard. Fifth A venue is currently a two-lane, undivided roadway with turn lanes provided at selected intersections. The posted speed limit on 5th Avenue is 30 mph. 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, 8th Avenue 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, respectively. In discussion with the City of Hopkins, it was determined that the key intersections for this study were: . Excelsior Boulevard and 5th A venue . Excelsior Boulevard and 8th A venue . 5th Avenue and the East Site Driveway I 3.0 Site Access The preliminary site plan shows two acCess points that are being proposed for the redevelopment site. The first access point (hereafter referred to as the East Site Driveway) is located at the same location as the existing driveway into the old 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 primary access to the site. Traffic Study - Excelsior Boulevard/5th Avenue South A-HOPKN0403.00 Hopkins, Minnesota Page 2 "W J. A secondary access point is proposed along the north side of the development, opposite of the existing 8th Avenue approach of the Excelsior Boulevard/8th Avenue intersection. This proposed access will be accomplished through a street dedication extending 8th A venue south of Excelsior Boulevard, across the existing Hennepin County Regional Railroad Authority's trail (Southwest Regional LRTTrail) and potential future Southwest Regional LRT line. 16 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 Scenario 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 5th A venue, at the same location as the existing driveway 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 8th Avenue 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 5th and 8th Avenues. 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 formulas 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. I As shown in Table 1, it is estim ated that the redevelopment site will generate , 2,500 new trips on the adjacent roadways on an average weekday. During the p.m. 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. 5.0 Trip Distribution f~~' The traffic generated by the proposed redevelopment was added to the II.;. . adjacent roadways using the directional distributions shown in Figure 3. The "f directional distributions shown in Figure 3 are based on proposed ~ connections to the area roadway system, general flow of trnffic in the area, as Traffic StUdy - Excelsior Boulevard/5th Avenue South A-HOPKN0403.00 Hopkins. Minnesota Page 3 1 le 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. ~ ,1' ",~ The p.m. peak hour site generated traffic volumes for the proposed redevelopment site are. shown in Figure 4 for each of the three access scenanos. 6.0 Existing Conditions 1\ 6.1 Traffic Volumes Existing and historical average daily traffic (ADT) volumes on Excelsior Boulevard, 5th A venue, and 8th A Venue were obtained from Hennepin County and Mn/DOT. 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 volumes 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 forecast year 2015 and 2025. Since there area number of trucks that use 5th A venue to gain access to the existing SuperValu distribution center south of Excelsior Boulevard, a 48-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 A venue, south of Excelsior Boulevard, are semi-tractor trailer trucks. The truck traffic from the distribution site is fairly well spread out throughout an average weekday; however, the 12-hour timeframe from 6:00 a.m. until 6:00 p.m. does experience approximately 60 to 65 percent of the total daily truck traffic. 7.0 Future Conditions 7.1 Average Daily Traffic Volume Forecasts The ADT volumes for the adjacent roadways without the proposed f redevelopinent site are shown in Figure 5. These volumes represent the existing and forecast year 2005, 2015, and 2025 traffic volumes. t The existing volumes were provided by Hennepin County and MnIDOT, 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 ofSth Avenue is anticipated to be r. 41,000 vehicles per day. West of 5th 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 . I i I Traffic Study - Excelsior Boulevard/5th Avenue South A-HOPKN0403.00 ) Hopkins, Minnesota Page 4 I I - 'I A forecast period of 2.43 percent on Excelsior Boulevard east of 5th Avenue, "..1. " and 1.48 percent on Excelsior Boulevard west of 5th Avenue. These two rates were then applied in a straight-line fashion to derive the forecast year 2005, 2015, and 2025 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 and 8th Avenues, historic traffic volumes were reviewed from 1992 to 2002. As shown in Table 2, traffic volumes on both 5th and 8th Avenues have remained rather consistent over the past 10 years and liave 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 0.5 percent growth rate was applied to the existing volumes on 5th and 8th 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 8th A venues in order to calculate the forecast year 2005, 2015, and 2025 volumes with the redevelopment site, also ShOWll in Figure 6. 7.2 Peak Hour 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, 8, and 9, for the Redevelopment Site Access Scenario .i..,,) Nos. 1, 2, and 3, respectively. Each of the access scenarios was analyzed in order to identify any potential operational Issues. This analysis is summarized in the following sections. 8.0 Traffic Analysis 8.1 Level of Service Analysis A LOS analysis 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.m. 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 I 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 F indicates 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 areas. LOS E indicates that the intersection is operating at, or near Ie capacity, with vehicles experiencing substantial delays. '(! 0/" 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 Traffic Study - Excelsior Boulevard/5th Avenue South A-HOPKN0403.00 Hopkins, Minnesota Page 5 1 B' . Site Driveway will only experience traffic on the eastbound approach to the intersection from the proposed redevelopment. site under Access Scenario '), Nos. I and 3, the intersection was only analyzed under these two scenarios. , J 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. I Using the City's current floor-to-area ratio of 1.0 for this 10-acre site, . .'. 435,600 square feet of office space could be built on the site instead of the w 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 :~r trips on an average weekday and approximately 159 new trips (with 62 1 inbound and 97 outbound trips) during the p.m. peak hour. ";1 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.m. peak hour. 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.m. peak hour. 10.0 Evaluation of Proposed Secondary Access at 8th Avenue 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 8tb A venue approach to the Excelsior Boulevard/8th Avenue intersection. The LOS analysis revealed the existing signal at the intersection of Excelsior Boulevard and 8th A venue 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 turn lane and a shared through/right turn lane. The East Site Driveway, located on 5th Avenue, will operate at an acceptable LOS assuming stop sign control on the driveway approach to 5th Avenue. 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 proposed redevelopment site on 5th A venue may not be required from a I 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 Avenue, since the majority of the traffic into the site will be coming from the east on Excelsior Traffic Study - Excelsior Boulevard/5th Avenue South A-HOPKN0403.00 Hopkins, Minnesota Page 6 ,1 ] Boulevard and making a left tum onto 5th A venue. Once the vehicles make J. their left tum on to 5th A venue, they will only have approximately 175. feet before they will have to slowdown and make a right tum into the East Site Driveway. Providing a separate lane for these vehicles to decelerate to make their right .tums into the site will help to separate the tuming vehicles from the remaining vehicles that will be accelerating out of their left tum on to 5th Avenue to continue southbound on the roadway. This will reduce the number of potential conflicts in this area, making the intersection of 5th A venue and I the East Site Driveway safer. Another option that was considered, but rejected, was to relocate the East Site Driveway further to the south along 5th 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 of 5th A venue. This would increase the likelihood of northbound vehicles on 5th A venue having to stop on or near the railroad crossing in order to tum left in to the proposed "1 redevelopment site. Since this is not a desirable situation from a safety f standpoint, it is recommended that the East Site Driveway remain at the ,J current location and a southbound right tum lime 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 Existing Office Building . The proposed extension of 81h A venue south of Excelsior Boulevard will not only allow 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 "1 Excelsior Boulevard and 81h Avenue. A copy of the site plan provided by Metro Transit shows the upgraded park-and-ride facility will essentially 1 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 8th A venue approach of the Excelsior Boulevard/81h Avenue intersection (a shared driveway with the existing office building located in the southwest quadrant of the intersection), I and a second driveway directly on Excelsior Boulevard (approximately 265 feet east ofthe 8th A venue intersection). I A model was built using the Synchro/SimTraffic software program, in order to analyze and simulate the operation and interaction of the Excelsior Boulevard/81h 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 will likely be an increase in the likelihood that queues of vehicles may develop, which could momentarily Traffic Study - Excelsior Boulevard/5th Avenue South A-HOPKN0403.00 Hopkins, Minnesota Page 7 . block access into the park-and-ride facility from theSth A venue driveway, the queues would typically be cleared by the Sth 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 Sth A venue to gain access to thepark-and- ride. Vehicles exiting the park-and-ride and office building, from the 8th Avenue driveway, will experience a slight 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 j currently experience waiting for the green light on the 8th A venue approach. The only difference might be that the vehicles may have to wait in their respective driveways, rather than on the 8th Avenue approach to the intersection. This delay could also be better managed by creating a traffic control condition similar to what is currently the norm 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 8th Avenue (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 I In addition to the LOS analysis that was described earlier in this report, another critical element of traffic operations analysis is queuing - the i. distance that approaches to an intersection "backup" 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 Avenue, 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 8th Avenue is extended to the south 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 A venue 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 8th Avenue approach to Excelsior Boulevard, and the animation was reviewed to determine the. impacts of these queues. Only the two access scenarios that added traffic to the northbound 8th A venue approach were reviewed as part of - this queuing analysis, Access Scenario No.2, and Access Scenario No.3. Given these two access scenarios, it is not surprising that the access scenario that will generate the most vehicles on 8th Avenue 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.m. peak hour under . Access Scenario No.2 extends approximately 38 feet south of the office building/park-and-ride driveways (compared to 29 feet under Access Scenario No.3). The 95th percentile queue given the Access Scenario No.2 Traffic Study - Excelsior Boulevard/5th Avenue South A-HOPKN0403.00 Hopkins. Minnesota Page 8 ; 1. . was reported at 64 feet (compared to 48 feet under Access Scenario No.3), and the maximum 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 will have average vehicular queues that will backup from Excelsior Boulevard and block the trail. However, Access Scenario No. 3 will likely produce shorter vehicular queues (average, 95th percentile, and maximum), and will I provide less of a chance that northbound vehicles on 8th A venue will backup to the point of blocking offthe existing Southwest Regional LRT trail. 11.0 Recommended Traffic Control and Lane Designations The existing 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 .....i redevelopment site, are shown in Figure 12. The following short-term \ improvement is recommended even if the proposed redevelopment does not ,j) occur: . Elimination of the existing split-phased operation of the Excelsior Boulevard/5th A venue 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. J ~. In addition to the short-term improvement listed above, the following improvements are recommended in order to accommodate the long-term \ forecast volumes and the addition of the proposed redevelopment site: . At the Excelsior Boulevard/5th Avenue intersection, construct a 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 Avenue/East Site Driveway intersection. . Provide two exit lanes (one left turn lane and one right turn lane) on the East Site Driveway approach to 5th A venue. . At the Excelsior Boulevard/8th 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 and 8th A venues, is the best access scenario when looking at the overall impacts (delays, LOS, and queues) at each of the key intersections. Providing a secondary access to the Traffic Study - Excelsior Boulevard/5th Avenue South A-HOPKN0403.00 Hopkins, Minnesota Page 9 '] .1 I { , ;{ 1 I . proposed redevelopment site will also provide improved access to the site for @ emergency vehicles. t 12.0 Impacts of Potential Future Light Rail Transit Line on the l! Recommended Improvements l, 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 LRT Trail, and has been identified as a potential alignment for the future Southwest Regional LRT i 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 ~ for the. purposes of this study. Using information gathered from the Hiawatha LRT line that is currently under construction, a model was built using the software package "\ Synchro/SimTraffic to observe the interaction between the key intersections studied as part onhe Excelsior Boulevard/5th Avenue South Traffic Study Jl and the potential future Southwest Regional LRT line, given the forecast year 2025 p.m. peak hour traffic volumes. For the purposed of this analysis, the LRT line crossings with 5th Avenue 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 LRT train 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 'I scenarios. The largest impact of the potential future LRT line would most I ikely 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 A venue 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 I train passes, adding additional delay to vehicles leaving the site. By having a secondary access to the proposed redevelopment site, vehicles would have an 1lil 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 the site was provided. 13.0 Conclusions and Recommendations Ii The study indicates that traffic impacts associated with the proposed redevelopment site are mainly focused along 5th and 8th A venues, including the Excelsior Boulevard intersections with 5th and 8th A venues. Based on the analysis above, the following short-term improvement is recommended even . if the proposed redevelopment does not occur: Traffic Study - Excelsior Boulevard/5thAvenue South A-HOPKN0403.00 Hopkins, Minnesota Page 10 I j. 'I 1 . '~ . Elimination of the existing split-phased operation of theExcelsior Ii Boulevard/5th Avenue traffic signal, and replac~ it with an eight- '1 phased signal timing plan that will provide protected/permissive left t turns on the 5th A venue approaches to the intersection. J l In addition to the short-term improvement listed above, the following improvements are recommended in order to accommodate the long-term forecast volumes and the addition of the proposed redevelopment: I . At the Excelsior Boulevard/5th Avenue intersection, construct a separate right turn lane on the northbound sth 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 A venue at the '0 5th A venue/East Site Driveway intersection. ~ . Provide two exit lanes (one left turn lane and one right turn lane) on ...J the East Site Driveway approach to 5th Avenue. . At the Excelsior Boulevard/Sth A venue intersection, provide two approach lanes on the northbound and southbound approaches to the 'I intersection in order to develop a separate left turn lane and a shared through/right turn lane. 1 ) . Continue the interconnection and coordination of the signalized ". intersections along Excelsior Boulevard. This should also include ..,,;Y providing new signal timing plans after the proposed redevelopment is in place. ~i The study also indicates that the proposed Access Scenario No.3, with J J access to the redevelopment site provided on both 5th and Sth A venues, is the best access scenario when looking at the overall impacts (delays, LOS, and queues) at each of the key intersections. Finally, the results of the study also indicates the addition of the potential 1 future LRT line will not significantly change the roadway improvements needed to mitigate the impacts of the proposed redevelopment site, and may ,rJ. 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 becomes increasingly more difficult to exit the site. I I IIntautomp\fjlhlhopknl040300Ireports&specs\rlfinaltrafficstudy.doc . T~ 1 :.:~ Traffic Study - Excelsior Boulevard/5th Avenue South A-HOPKN0403.00 "f~i Hopkins, Minnesota Page 11 1 .J - - List of Tab\es 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 COlTlParison: Automobile Dealership velS~S \'lUsiness Pari< J . 11 ~11 .. i i . Table 1 1 -:> PROPOSED REDEVELOPMENT J TRIP GENERATION VOLUMES Land Weekday PM Peak Hour Volume Use Size Units Volume In Out Total 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 information provided by Hopkins Honda, and the "Trip Generation Manual", 7th Edition, Institute of Transportation Engineers, 2003. . I ~. Table1.xls Short Elliott Hendrickson Inc. 3/16/2004 ~--~~-- "'" '<t 0 r-- ~T- 0 0 . - - 0 !:! N N N 0 0 "U N ... <tI (I) > ::J Q) s:: 0 "5 (I) 0 a 0 III > N ... <( a .c: 'w "0 ..... <Xl (j) 00 0 .... (j) X <tI (j) ill > .- 0) 0) (/) .. "<- :::1....- (I) \'U a s:: 0 g E Q) ..c: 0 0 0 0 0 0 10 >- t O).cm 0 0 0 0 0 0 ::J a ~~ LO LO C'\I C'\I C\!. 0 (j) Z '0 (j) o ~ <.0- Lei LO Lei l.O ('t) ..... 0) ;:; Z 'en > ::J (.) c: en co - 0) Q) IE w 0 "'" ~ :J >< E (j) w (j) ..c: Z I- ..- -- <Xl W (.) + > 'i: N <( 'E 0 <'J ..... 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Q) et> ~ ~ O/S ~ ~ Olj ~ ~ Olj ~ ~I~ ~ ~ ffi ffi ffi ffi ~ ffi ~ ffi ~ ",ffi _5: ~.~ ~ ~ 2 _ ~ ~ ~ ~ ~ ~ ro ~ - - . . "- ~ . Table 4 J TRIP GENERATION COMPARISON: II< AUTOMOBILE DEALERSHIP VERSUS BUSINESS PARK I Land Weekday PM Peak Hour Volume t Use Size Units Volume In Out Total Business 435,600 sf 4,800 110 539 649 Park/General Office 1, J New Car Sales 75,000 sf 2,500 62 97 159 '1 J ~'l I Difference between Business Park 2,300 48 442 490 d and New Car Sales Land Use . Percentage Difference between 47.9% 43.6% 82.0% 75.5% Business Park and New Car Sales Land Use Note: Trip Generation was derived using information provided by Hopkins Honda, the City of Hopkins, and the "Trip Generation Manual", 7th Edition, Institute of Transportation Engineers, 2003. . " " I I . 0Vt ; ,~ Table4.xls Short Elliott Hendrickson Inc. 3/17/2004 j;' I J . . . 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 & 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: Access Scenario NO.2 Figure 9 - PM Peak Hour Forecasts: 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 I h'''., I,. 1 J ~. 0 &tl~""" . . ~SANOR^LA., ..111t~ ~n!;~U 'i ~ WO i ~. 3Alh ST. 3':> th ST. trJ -4.\,\)">~' .IJJ. f"R1AR4I lA J' \<;:; z<",)~ .~... ~ FLAG CIR.S. ,.. w 6.2ndST ~,. O~ '6i' ~ ~~::\ 0 ~ \LA'@i'aoR" . ::I~ *"~"'~RO' t ~ ~ ~'. JO""S..o..A ~ th ~(. 'a~~ul': ~ W~\6 ~ ~~\~l~ ~ '" \1\ ~ ,. 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DATE: May 7, 2004 RE: Preliminary Costs Associated with the Recommendations in the Excelsior Boulevard/Sth Avenue South Traffic Study SEH No. A-HOPKN0403.00 The purpose of this memorandum is to summarize the preliminary cost estimates associated with the recommended improvements outlined in the Excelsior Boulevard/5th Avenue South Traffic Study, dated April 15, 2004. Background The Excelsior Boulevard/5th Avenue Traffic Study was conducted in order to determine the traffic related impacts associated with the redevelopment of the old Knox Lumber site located in the southwest quadrant of the intersection of Excelsior Boulevard and 5th A ~enue South, in the City . of Hopkins. The traffic study recommended the following improvements to the adjacent public roadway system in order to accommodate the long-tenn forecast traffic volumes and the addition of the proposed redevelopment of the old Knox Lumber site: . At the Excelsior Boulevard/5th A venue intersection, construct a 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 Avenue/East Site Driveway intersection. . At the Excelsior Boulevard/8th 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. The study also indicated that the rroposed Access Scenario No.3, With access to the redevelopment site provided on both 5t and 8th Avenues, is the best access scenario when looking at the overall impacts (delays, LOS, and queues) at each of the key intersections. The 8th Avenue access would require that 8th A venue is extended south of Excelsior Boulevard, across the existing Hennepin County Regional Railroad Authority (HCRRA) Southwest Regional LRT Trail. In addition to the recommended improvements listed above, the study alsoreconunended the elimination of the existing split-phased operation of the "Excelsior Boulevard/5th Avenue traffic signal; replacing it with an eight-phased signal timing plan that will provide protected/pennissive left turns on the 5th Avenue approaches to the intersection. This recommendation should be pursued regardless of whether the old Knox site is redeveloped. The interconnection and .' Short Elliott Hendrickson Inc., 10901 Red Circle Drive. Suite 200, Minnetonka, MN 55343-9301 SEH is an equal opportunity employer I www.sehlnc.com I 952.912.2600 I 800.734.6757 I 952.912.2601 fax .' , Preliminary Costs Associated with the Recommendations .in the . Excelsior Boulevard/Slh Avenue South Traffic Study May 7, 2004 Page 2 coordination of the signalized intersections along Excelsior Boulevard should also be continued, and new signal timing plans should be provided after the proposed redevelopment is in place. Preliminary Costs Associated with the Recommended Improvements The preliminary costs associated with the recommended improvements outlined in the April 15, 2004 traffic study are broken down in this memorandum in three categories: 1) Northbound right-turn lane on 5th Avenue at Excelsior Boulevard; 2) Southbound right-tum lane on 5th Avenue at the proposed East Site Driveway; and 3) 8th Avenue Extension. For the purposes of this memorandum, it is assumed that Hennepin County will. be responsible for the upgrade of the Excelsior Boulevard/Slh Avenue signal system since the improvements are currently justified regardless of the redevelopment of the old Knox Lumber site. Northbound 5th Avenue Right-turn Lane at Excelsior Boulevard A conceptual layout of the northbound right-turn lane on 5th Avenue at Excelsior Boulevard is shown in the attached Figtlre 1. As shown in Figtlre 1, in order to construct the northbound right- turn lane, the east curb line of 5th A venUe (along with the bituminous trail and concrete sidewalk located behind the curb) needs to be shifted to the east approximately 12 feet. The addition of the northbound right-turn lane will increase the length of the trail crossing by 12 feet, and will require the purchase of an easement from the HCRRA. The preliminary costs associated with the northbound right-turn lane on 5th A venue at Excelsior . Boulevard are shown is Exhibit No.1. As shown in Exhibit No.1, the total project cost for the northbound right-turn lane on Slh A venue (including 10 percent contingencies, 25 percent for engineeringladministrationllegal .fees, and the anticipated costs for the HCRRA easement) is $46,889.26. Southbound 5th Avenue Right-turn Lane. at Excelsior Boulevard Based on discussions between the City, the applicant, and SEH staff, subsequent to the completion of the April 15th, 2004 Traffic Study, .the southbound right-turn lane on 5th Avenue, south of Excelsior Boulevard, will not be constructed at the time of the redevelopment. This determination was made weighing a number of considerations including the relatively short distance between Excelsior Boulevard and the proposed East Site Driveway from which to develop the right-turn lane, and the fact that constructing the southbound right-turn lane will further increase the width of the HCRRA trail crossing ofSIh Avenue. Therefore, it was recommended that the traffic operations of 5th A venue, between Excelsior Boulevard and the proposed East Site Driveway be monitored. If it is determined at a future date, onCe the redevelopment occurs, that the area between Excelsior Boulevard and the proposed East Site Driveway would benefit from the addition of the southbound right-turn lane, it would then be constructed by the owners of the redevelopment site. A conceptual layout of the southbound right-turn lane on 5th Avenue at the proposed East Site Driveway is shown in the attached Figure 2. As shown in Figure 2, in order to construct the southbound right-turn lane, the west curb line of SIh Avenue (concrete sidewalk located behind the curb) needs to be shifted to the west approximately 12 feet. The addition of the southbound right-turn lane will further increase the length of the trail crossing by 12 feet, and will require the purchase' of additional easement from the HCRRA. . f- 'r , Preliminary Costs Associated with the Recommendations in the . Excelsior Boulevard/5th A venue South Traffic Study May 7, 2004 Page 3 The preliminary costs associated with the southbound right-turn lane on 5th Avenue at the proposed East Site Driveway are shoWn is Exhibit No.2. As shown in Exhibit No.2, the total project cost for the southbound right-turn lane on 5th A venue (including 10 percent contingencies, 25 percent for engineeringladministrationllegal fees, and the anticipated costs for the HCRRA easement) is $26,043.98. 8th Avenue Extension A conceptual layout of the 8th A venue Extension, south of Excelsior Boulevard, is shown in the attached Figure 3. As shown in Figure 3, the existing bituminous pavement area south of Excelsior Boulevard will be milled and overlaid, in order to match in with the proposed extension of 8th Avenue south of the 10417 Building and the Metro Transit park-and-ride facility. The extension of 8th A venue, and the mill and overlay of the existing pavement, will require revisions to the existing traffic signal system located at the intersection of Excelsior Bpulevard 8th Avenue. The 8th Avenue extension will also require the purchase of an easement from the HCRRA, as well as the replatting of 8th Avenue south of Excelsior Boulevard, and north of the HCRRA right-of- way. Once 8th A venue is extended, both the north-and southbound approaches of 8th A venue will be restriped to provide two approach lanes (a single left-turn lane, and a .shared through/right-turn lane). The preliminary costs associated with the 8th A venue extension, south of Excelsior Boulevard are shown is Exhibit No.3. As shown in Exhibit No.3, the total project cost for the 8th Avenue . extension (including 10 percent contingencies, 25 percent for engineering/administration/legal fees, the anticipated costs for the HCRRA easement, and the replatting of 8th Avenue) is $99,295.10. If you have any questions regarding the information presented in this memorandum, please contact me at your earliest convenience. JMH Attachments \\ntautomp\fj\h\hopkn\040300\doc\preliminary costs memo 050704.doc . . ~ Exhibit No.1 Hopkins, Minnesota Excelsior Boulevard/5th Avenue/8th Avenue Improvements . SEH No. A.HOPKN0403.00 5/6/04 Preliminary Cost Estimate: Northbound 5th Avenue Right.turn Lane TOTAL ESTIMATED ESTIMATED ITEM NO. ITEM UNIT UNIT PRICE QUANTITY COST 1 Mobilization (assumes 5%) LS $1,423.25 1 $1 ,423.25 2 Remove Curb and Gutter LF $6.00 265 $1.590.00 3 Remove Bituminous Trail SY $1.50 196 $294.00 4 Remove Concrete Sidewalk SY $1.00 117 $117.00 5 SalvaQe Sian Tvoe C EA $30.00 4 $120.00 6 Relocate L10ht EA $2.950.00 1 $2.950.00 7 Saw Bituminous Pavement (Full Depth) LF $2.00 300 $600.00 8 Common Excavation CY $6.50 220 $1,430.00 9 Toosoil Borrow CY $12.00 21.5 $258.00 10 Aoareaate Base, Class 5 T $9.75 236 $2.301.00 11 Aoareaate Base, Class 5, 100% Crushed - Trail T $17.00 59 $1,003.00 12 Tvoe MV 3 Wearino Course Mixture (1.5") T $35.00 24.4 $854.00 13 Tvoe LV 4 Wearina Course Mixture (3") - Trail T $42.00 32.3 $1.356.60 14 Tyoe LV 3 Non-Wearino Course Mixture (3") T $34.00 48.8 $1.659.20 15 Bituminous Material for Tack Coat GAL $2.00 14.8 $29.60 16 Adjust Frame & Rh10 Castina EA . $300.00 2 $600.00 17 6" Concrete Walk for Pedestrian Curb Ramo SF $5.10 602.5 $3,072.75 18 4" Concrete Walk SF $2.95 447.3 $1,319.54 19 Concrete Curb and Gutter. Desion B618 LF $9.00 .' 248.6 $2,237.40 20 Traffic Control LS $2,000.00 1 $2,000.00 . 21 Sian Panel Tyee C SF $25.00 22.5 $562.50 22 Install Sian TVDe C EA $130.00 , 3 $390.00 23 Pavement MessaaeTRiaht Arrow) - Epoxy EA $110.00 2 $220.00 24 4" Solid Line White - Eooxv LF $0.35 170 $59.50 25 Zebra Crosswalk White - Polv Preformed SF $10.00 180 $1,800.00 26 Silt Fence LF $2.50 300 $750.00 27 Inlet Protection Around CB EA $150.00 2 $300.00 28 SoddinQ, Tvpe Lawn and Boulevard SY $3.00 194 $582.00 29 Commercial Fertilizer, Analysis 20-0-10 LBS $0.50 18 $9.00 Subtotal: Northbound 5th Avenue Right-Turn lane $29,888.34 30 Easement from HCRRA I SF $5.45 1200 $6,540.00 Subtotal: NB 5th Avenue RT Lane $29,888.34 Plus 10% Contingency = $2,988.83 Plus 25% Eng., Admin, & Legal = $7,472.08 Plus HCRAA Easement = $6.540.00 Total Estimated Project Cost for NB 5th Avenue RTLane = $46,889.26 . PreliminaryCostEstimate.xls Page 1 Exhibit No.2 Hopkins, Minnesota . Excelsior Boulevard/5th Avenue/8th AvenUe Improvements SEH No. A.HOPKN0403.00 5/6/04 Preliminary Cost Estimate: Southbound 5th Avenue Right-turn Lane TOTAL ESTIMATED ESTIMATED ITEM NO. ITEM UNIT UNIT PRICE QUANTITY COST 1 Mobilization (assumes 5%) lS $687.97 1 $687.97 2 Remove Curb and Gutter IF $6.00 130 $780.00 3 Remove Concrete Sidewalk SY $1.00 54.0 $54.00 4 SalvaQe SIQn Tvoe C EA $30.00 2 $60.00 5 Relocate liQht --;:- EA $2,950.00 1 $2,950.00 6 Saw Bituminous Pavement (Full Deoth) IF $2.00 120 $240.00 7 Common Excavation CY $6.50 67.4 $438.10 8 Toosoil Borrow CY $12.00 5.9 $70.80 9 Aaareaate Base, Class 5 T $9.75 94.1 $917.48 10 Type MV 3 WearinaGourse Mixture (1.5") T $35.00 9.2 $322.00 11 Type LV 3 Non-Wearina Course Mixture (3") T $34.00 18.4 $625.60 12 Bituminous Material for Tack Coat GAL $2.00 14 $28.00 13 Adiust Frame & Rina Castina EA $300.00 2 $600.00 14 Adiust Gate Valve Box EA $300.00 1 $300.00 15 6" Concrete Walk for Pedestrian Curb Ramo SF $5.10 150 $765.00 16 4"Concrete Walk SF $2.95 487.1 $1,436.95 17 Concrete Curb and Gutter, Desian B618 , IF $9.00 120 $1,080.00 18 Traffic Control lS $1,500.00 1 $1,500.00 19 Sian Panel Tvoe C SF $25.00 6.25 $156.25 20 Install Sian tIlDe C EA $130.00 2 $260.00 .. 21 Pavement Messaae (Rieht Arrow) . Eooxv EA $110.00 1 $110.00 22 4" Solid line White. Eooxv lF $0.35 45 $15.75 23 Zebra Crosswalk White - Poly Preformed SF $10.00 36 $360.00 24 Silt Fence lF $2.50 150 $375.00 25 Inlet Protection Around CB EA $150.00 1 $150.00 26 Soddina, Tvne Lawn and Boulevard SY $3.00 .. 54 $162.00 27 Commercial Fertilizer, Analysis 20-0-10 LBS $0.50 5 $2.50 Subtotal: Southbound 5th Avenue Right-Turn Lane $14,447.39 28 Easement from HCRRA I SF I $5.45 I 1200 $6,540.00 Subtotal: SB 5th Avenue RT lane $14,447.39 Plus 10% Contingency = $1,444.74 Plus 25% Eng., Admin, & Legal = $3,611.85 Plus HCRAA Easement = $6.540.00 Total Estimated Project Cost for SB 5th Avenue RT Lane = $26,043.98 . PreliminaryCostEstlmate.xls Page 2 .. Exhibit No.3 Hopkins, Minnesota Excelsior Boulevard/5th Avenue/8th Avenue Improvements . SEH No. A-HOPKN0403.00 516104 Preliminary Cost Estimate: 8th Avenue Extension TOTAL ESTIMATED ESTIMATED ITEM NO. ITEM UNIT UNIT PRICE QUANTITY COST 1 Mobilization (assumes 5%) LS $2,019.23 1 $2,019.23 2 Clearina EA $200.00 2 $400.00 3 Grubbino EA $200.00 , 2 $400.00 4 Remove Curb and Gutter LF $6.00 150 $900.00 5 Remove Bituminous Trail SY $1.50 86 $129.00 6 Saw Bituminous Pavement (Full Depth) LF $2.00 100 $200.00 7 Common Excavation CY $6.50 305 $1.982.50 8 Topsoil Borrow CY $12.00 18 $216.00 9 Aaareaate Base, Class 5 T $9.75 390 $3.802.50 10 AaareQate Base, Class 5, 100% Crushed - Trail T $17.00 8 $136.00 11 Type MV 3 Wearing Course Mixture (1.5") T $35.00 47.3 $1,655.50 12 Tvpe LV 4 Wearing Course Mixture (3"\ - Trail T $42.00 4.4 $184.80 13 Type LV 3 Non-Wearing Course Mixture (3") T $34.00 94.6 $3,216.40 14 Bituminous Material for Tack Coat GAL $2.00 28.6 $57.20 15 Adiust Frame & Rino Casting EA $300.00 1 $300.00 16 6" Concrete Walk for Pedestrian Curb Ramp SF $5.10 144 $734.40 17 6" Concrete Walk SF $6.00 528 $3.168.00 18 36" Concrete Cross Gutter LF $30.00 36 $1,080.00 19 Concrete Curb and Gutter. Desian B618 LF $9.00 395 $3.555.00 20 Traffic Control LS $2,000.00 1 $2,000.00 . 21 Sian Panel Type C SF $25.00 67.5 $1.687.50 22 Pavement Message (Left Arrow) - Epoxv EA $110.00 3 $330.00 23 4" Solid Line White.; Epoxy LF $0.35 1.70 $59.50 24 4" Double Solid Line Yellow - Epoxy LF $0.75 630 $472.50 25 24" Solid Line Yellow- Epoxy LF $6.50 65 $422.50 26 Zebra Crosswalk White - Poly Preformed SF $10.00 108 $1.080.00 27 Revise Slonal System LS $10,840.00 1 $10.840.00 28 Silt Fence LF $2.50 500 $1,250.00 29 Inlet Protection Around CB EA $150.00 3 $450.00 30 Soddina. Type Lawn and BOUlevard SY $3.00 156 $468.00 31 Commercial Fertilizer, Analysis 20-0-10 LBS $0.50 14.5 $7.25 Subtotal: 8th Avenue Extension $43,203.78 32 Easement from HCRRA SF $5.45 6600 $35,970.00 33 Right-of-Way Plat Fees(S. of Excelsior Boulevard & LS $5,000.00 1 $5,000.00 between 10417 Building and Metro Transit Park-and- Ride) Subtotal: 8th Avenue Extension $43,203.78 Plus 10% Contingency = $4,320.38 Plus 25% Eng.. 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