Memo- South Hopkins Traffic Analysis
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Public Works Department
Memorandum
To:
Honorable Mayor and Members of the City Council
Steven J. Stadler, Public Works Director ~'\
From:
Date:
July 7, 2000
Subject:
South Hopkins Traffic Analysis
This worksession item is to discuss how the City can best address the neighborhood
cut-through traffic problem in South Hopkins. The attached excerpts from the Benshoof
& Associates SuperValu Warehouse Expansion traffic analysis detail the neighborhood
traffic volumes and travel routes.
At the worksession, Staff will provide additional information and a recommendation for
City Council to consider.
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The time periods were chosen because they correspond to high traffic volumes on
Excelsior Boulevard and 11th Avenue. Similar to the daily count taken on 6th Avenue, all
the recorded counts were adjusted to account for season differences in traffic volumes.
Figure 5 shows the existing a.m. and p.m. peak hour turn movement counts for these
intersections.
DAT A REGARDING THROUGH TRAFFIC
Another concern raised by residents of the Park Valley and Peaceful Valley is the current
amount of non-residential traffic through the neighborhoods. In order to determine the
extent of the problem, we took the following two steps:
. Completed a license plate survey and matching.
. Recorded traffic volumes on four roadways within the neighborhoods.
As previously described, a license plate survey was performed at various locations during
the a.m. and p.m. peak hours. In addition to using the survey to discern patterns for
existing trips using 6th Avenue, we also were able to use the survey to determine the
volumes and routing patterns for all non-residential motorists travelling through the
neighborhood. Figures 6 and 7 show the results of the license plate matching for the a.m.
and p.m. peak periods, respectively. As shown in those figures, a significant number of
the non-residential vehicles travel through the neighborhoods to and from 6th Avenue and
2nd Avenue south of 5th Street. The majority of these through trips are oriented to and
from the south on 9th Avenue.
Based on the information from the license plate survey, observations during the peak
hours, and discussions with residents and City staff, the primary routes of non-residential
traffic through the neighborhoods were determined, as noted below:
. Significantly more through trips occur in the p.m. peak period than in the a.m.
peak period.
. The volume of through trips during the p.m. peak period is greater in the
northbound direction than in the southbound direction.
. Most through trips enter or exit the south edge ofthe neighborhoods on 9th
Avenue south of 7th Street, with another significant portion entering and exiting
on 7th Street east of 11 th Avenue.
. Most through trips enter or exit the north/east edge of the neighborhoods on 6th
Avenue north of 5th Street, with another significant portion using 2nd Avenue
south of 5th Street.
. The route within the neighborhoods used by most through vehicles is 7th Street
east to 6th Avenue and then 6th Avenue north to 5th Street.
City of Hopkins
-10-
Traffic Study for SuperValu Warehouse Expansion
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CITY OF HOPKINS
aD BENSHOOF & ASSOCIATES, INC.
V TRANSPORTATION ENGINEERS AND PLANNERS
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~co ~A.M. PEAK HOUR VOLUME
~ I ,P.M. PEAK HOUR VOLUME
XXIXX
TRAFFIC STUDY FOR
SUPERVALU
PERISHABLES
WAREHOUSE
EXPANSION
FIGURE 5
EXISTING PEAK HOUR
TURN MOVEMENT
VOLUMES
N
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APPROXIMATE SCALE
I I
600'
CITY OF HOPKINS
TRAFFIC STUDY FOR
SUPERVALU
PERISHABLES
WAREHOUSE
EXPANSION
FIGURE 6
AM PEAK HOUR
PATTERNS FOR EXISTING
THROUGH TRAFFIC ON
NEIGHBORHOOD STREETS
aD BENSHOOF & ASSOCIATES, INC.
V TRANSPORTATION ENGINEERS AND PLANNERS
N
t
APPROXIMATE SCALE
~ I
o 600'
CITY OF HOPKINS
TRAFFIC STUDY FOR
SUPERVALU
PERISHABLES
WAREHOUSE
EXPANSION
FIGURE 7
PM PEAK HOUR
PATTERNS FOR EXISTING
THROUGH TRAFFIC ON
NEIGHBORHOOD STREETS
\Xi BENSHOOF & ASSOCIATES, INC.
V TRANSPORTATION ENGINEERS AND PLANNERS
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With the basic understanding of the through traffic patterns described above, we then
identified four locations within the neighborhoods to record daily traffic volumes. Two
of the locations are on the jrimary through route: 7th Street between 7th and 8th Avenues
and 6th Avenue between 6 and 7th Streets. The other two counts were recorded on
streets not so significantly impacted by through trips: 7th Street between 5th and 6th
Avenues and 7th Avenue between 6th and 71b Streets. Table 2 shows the average a.m.
peak hour, p.m. peak hour, and daily traffic volumes for these four locations.
TABLE 2
TRAFFIC VOLUMES IN THE PARK V ALLEY AND PEACEFUL VALLEY
NEIGHBORHOODS
Average AM Peak Average PM Peak Average Daily
Location Hour Volume Hour Volume Volume
7th Street
bit 7th & 8th Avenues 102 312 1,609
61b Avenue
bit 6th & 7th Streets 75 231 1,174
71b Street
bit 5th & 6th Avenues 23 45 364
71b Avenue
bit 6th & 7th Streets 15 55 292
As shown in the table, volumes on 7th Street west of 6th Avenue and on 6th Avenue are
much higher than the other two street segments. These results corroborate the prior
findings regarding the extraordinary use of 7th Street west of 6th Avenue and of 6th
Avenue for non-residential through traffic.
Finally, we examined the factors contributing to the high volume of non-residential
traffic using 7th Street and 6th Avenue. Principal contributing factors are illustrated in
Figure 8. Items shown in this figure are further discussed below. South of the
neighborhoods, the Opus Development is a high trip generation area. With the restrictive
metering ofTH 169, motorists that search for other paths to the north are presented with
few options. To the east, the City of Edina has experienced a problem ofnon-resicfential
through traffic on local streets and has signed their residential streets as local traffic only.
To the north, 11th Avenue experiences congestion during the peak hours. Therefore,
some motorists choose the local roadways in Hopkins as an alternate route around the
congestion.
City of Hopkins
-14.
Traffic Study for SuperValu Warehouse Expansion
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2000'
CITY OF HOPKINS
TRAFFIC STUDY
FOR SUPERVALU
PERISHABLES
WAREHOUSE
EXPANSION
FIGURE 8
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aD BENSHOOF & ASSOCIATES, INC.
V TRANSPORTATION ENGINEERSAND PLANNERS
FACTORS CONTRIBUTING
TO THROUGH TRAFFIC ON
HOPKINS RESIDENTIAL
STREETS
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STOP CONTROL AT NEIGHBORHOOD INTERSECTIONS
Within the neighborhoods, the following intersections have all-way stop sign control:
. 5th Street and 6th Avenue
. 5th Street and 2nd Avenue
. 6th Street and 7111 Avenue
. 6th Street and 6th Avenue
. 6111 Street and 5111 Avenue
. 7111 Street and 7th Avenue
. 7th Street and 6th Avenue
. 7th Street and 5th Avenue
The remaining intersections have two-way stop control. It is likely, given the lower
volumes on typical neighborhood streets, that warrants for all-way stop control are not
met at most of the above referenced intersections. Using stop control without meeting
warrants breeds disrespect for all stop signs and makes motorists more inclined to violate
the stop sign.
SIDEWALKS AND TRAILS
Finally, we examined the existing trails and sidewalks in this area. Figure 9 shows the
placement of the trails and sidewalks. One item of note is that two gaps exist in the
traiVsidewalk along the south side of 5th/6th Street between 2nd Avenue and 11th Avenue,
City of Hopkins
-16-
Traffic Study for SuperValu Warehouse Expansion
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- - - . TRAIL
- SIDEWALK
N
t
APPROXIMATE SCALE
I I
o 600'
CITY OF HOPKINS
TRAFFIC STUDY FOR
SUPERVALU
PERISHABLES
WAREHOUSE
EXPANSION
FIGURE 9
\Xi BENSHOOF & ASSOCIATES, INC.
V TRANSPORTATION ENGINEERSANDPlANNERS
EXISTING SIDEWALKS
AND TRAILS
.
TABLE 3
EXISTING AND 2005 POST-DEVELOPMENT LEVEL OF SERVICE RESULTS
FOR THE INTERSECTIONS OF 11TH AVENUE WITH 6TH AND 7TH STREETS
AM Peak Hour PM Peak Hour
Worst individuaL Intersection Worst Individual Intersection
Intersection - Scenario Movement Average Movement Average
11 U1 Avenue & 6Th Street
Existing D C F E
2005 Post-Dev - 6th Ave Open D C F E
2005 Post-Dev - 6th Ave Closed F D F F
11 th Avenue & jiJI Street
Existing C C F F
2005 Post-Dev - 6th Ave Open C C F F
2005 Post-Dev - 6th Ave Closed C C F F
.
Upon determination of the level of service difficulties, the post-development traffic
volumes were compared to the peak hour signal warrant volume thresholds as a possible
mitigation option. The peak hour signal warrant compares the major street and minor
street volumes with a set volume level, which is based on the number of approach lanes
provided. If the volume level is met, a signal may be considered for the intersection. In
this case, the peak hour signal warrant was not met for either intersection during the
weekday a.m. or p.m. peak. hours with or without 6th Avenue open.
.
As a second mitigation option, the existing geometrics were examined at both
intersections. As mentioned earlier, 11th Avenue has a 38 foot width under the railroad
bridge. Just south of the railroad bridge, 11 th Avenue tapers to a 48 foot width. This
width continues through the intersection with 6th Street. South of 6th Street, 11th Avenue
decreases to 44 feet in width and continues through the intersection with 7th Street. With
these widths, we recommend re-striping 11th Avenue to provide two through lanes for
both the northbound and southbound directions. The current roadway widths would
support this change from just north of the 11th Avenue/6th Street intersection to just south
of the 11th Avenuel7th Street intersection. Parking would need to be restricted on both
sides of 11th Avenue through this segment. Figure 13 shows the existing and proposed
conditions for 11th Avenue from the railroad bridge to just south of the intersection with
7th Street. With the recommended two lanes in each direction, the intersection of 11 th
Avenue and 6th Street would accommodate either 2005 post-development volumes at a
level of service B, with all individual movements expected to operate at a level of service
C or better during the a.m. peak hour. During the p.m. peak hour, this intersection would
be expected to operate at a level of service C, with all individual movements also
operating at a level of service C or better, under either 2005 post-development scenario.
The intersection of 11 th Avenue and 7tl1 Street would be expected to operate at a level of
service B, with all individual movements at a level of service B or better, during the a.m.
peak hour with the new additional traffic lanes and either 2005 post.development
volumes. During the p.m. peak hour, this intersection would be expected to operate at a
level of service C, with all individual movements at a level of service C or better, under
either 2005 post-development volumes.
City of Hopkins
-25-
Traffic Study for SuperValu Warehouse Expansion
.
EXISTING LANES AND PARKING
RESTRICTIONS
NO PARKING
CORNER
TO HERE
.
NO PARKING
THIS SIDE
OF SIGN
~ SUPERVALU
DRIVEWAY
>=
It
+
6TH ST
;;=
,r
RIGHT LANE
MUST
TURN RIGHT
1l~
~
Z
w
~
I
l-
T'""
T'""
~ 7TH ST
~~r-
N
t
NOT TO
SCALE
PROPOSED LANES AND PARKING
RESTRICTIONS
~ SUPERVALU
DRIVEWAY
~
It
, ~r" -., ~ ~
TRAFFIC STUDY FOR FIGURE 13
CITY OF HOPKINS
SUPERVALU EXISTING AND PROPOSED
PERISHABLES LANES AND PARKING
W BENSHOOF & ASSOCIATES, INC, WAREHOUSE RESTRICTIONS FOR 11th
TRANSPORTATION ENGIN EERSAN 0 PlANN ERS EXPANSION AVENUE
~ ~ ~ ~ ..... ~
.
.
.
.
.
EFFECTS CAUSED BY THROUGH TRAFFIC USING NEIGHBORHOOD STREETS
As presented in Figure 8, many factors contribute to the use of local streets in the Park
Valley and Peaceful Valley neighborhoods by non-residential motorists, including the
restrictive metering on the northbound TH 169 entrance ramps and the congestion on 11th
Avenue. By itself, the warehouse expansion will not affect the through traffic on these
local roadways. Non-residential through traffic will be affected by the decision to keep
6th Avenue open or close it in conjunction with the expansion. If 6th Avenue remains
open, no travel routes change, and it is expected that through travel will continue without
change. If 6th Avenue is closed, a major link for the through traffic will be eliminated,
reducing the through traffic impacts on the neighborhood streets. This change in travel
patterns could result in as high as a 20 percent reduction in the non-residential through
traffic on the local streets. Although an improvement over existing conditions, the
volumes would still be higher than a typical local roadway, suggesting additional steps
are needed in order to further reduce through traffic. Some additional potential measures
to further reduce the through traffic are:
a) Coordinate with staff from the Minnesota Department of Transportation
(MwDOT), Minnetonka, and Edina to seek an increase in the metering rate for the
northbound TH 169 entrance ramps at Bren Road. The current restrictive
metering on this ramp is the principal reason that motorists leaving the Opus
development are seeking alternative routes and causing negative impacts on
residential streets in the Cities of Edina and Hopkins.
b) Close 9th Avenue between ih Street and Westbrooke Way. By creating one or
two cul-de-sacs on 9th Avenue, non-residential through motorists would be
prevented from using 9th Avenue.
c) Make 9th Avenue a one-way southbound street for a short distance north of
Westbrooke Way. This option prevents use of 9th Avenue for northbound through
traffic, the principal problem, while retaining full southbound accessibility.
d) Install diagonal diverters at several intersections in the neighborhoods to strongly
discourage through movements. Diverters would cause motorists to make several
turns instead of having a direct path through the neighborhoods, thus, reducing
non-residential through traffic.
e) Implement the previously recommended changes to the geometrics on 11th
Avenue to create a four lane roadway through the 6th Street and 7th Street
intersections. As discussed, this option would reduce the congestion on 11th
Avenue, increasing the appeal of this roadway.
City of Hopkins
-27-
Traffic Study for SuperValu Warehouse Expansion
II>
.
Though one or more of the above options could be implemented whether 6th Avenue is
open or closed, the best outcome in terms of reducing non-residential through traffic on
the neighborhood streets would be closing 6th Avenue in conjunction with some
combination of the options described above. More specific comments regarding the
above options are as follows:
. We would strongly recommend follow-through by the City on options a) and e).
Follow-through on option a) is needed to help alleviate the source of the problem.
Follow-through on option e) increases the capacity of 11 th Avenue and reduces
delays so motorists are not inclined to seek other routes.
. We would encourage the City to conduct detailed analyses of implementing
options b) or c). Either option would eliminate the point of entry into the
neighborhoods for a large portion of the non-residential through traffic.
. We would not recommend option d) due to its negative impacts on residential and
emergency vehicle access.
.
As mentioned earlier, most, if not all, of the all-way stop controlled intersections in the
neighborhoods do not meet warrants. If the City chooses to implement option b) or c),
we would recommend appropriate engineering analyses that would likely lead to
elimination of most, ifnot all, of the all-way stop controls and replacement with a 'basket
weave' two-way stop control pattern on the neighborhood streets. This system of
intersection control places stop signs on every other block on each residential street and is
common in many neighborhoods.
TRUCK TRAFFIC IMP ACTS ON NEIGHBORHOODS
.
Presently, 5th/6th Street is a designated truck route that leads to and from 6th Avenue.
Trucks to and from the Westside Business Park and the existing SuperValu warehouses
make use of this route. If 6th Avenue remains open, the volume of trucks using this route
will not change and may increase slightly in conjunction with the warehouse expansion.
Similarly, the noise levels and safety issues associated with the truck volumes will also
remain constant or slightly increase with the warehouse expansion. With the closure of
6th Avenue in conjunction with the warehouse expansion, 5th/6th Street would become a
dead end truck route. Eastbound trucks attempting to use this route would be unable to
proceed and forced to either back-up or make a U-turn. Removing the truck route
designation of Sili/6th Street would eliminate this undesirable condition. In connection
with the removal of the truck route designation, special allowance would need to be made
with local businesses along this route. This would allow their trucks to continue to use . \.;
this roadway to and from their place of business. For example, trucks to and from the '--' 1\ril"~
Westside Business Park would be able to use 5th Street between this development and 4-(>' >",,' t
11th Avenue. With the removal of the truck route designation, the volume of trucks ~ ,.~ \.'l
would be greatly decreased, which would reduce noise levels and increase safety for "\ I <!.J
nearby residents. ,_1
.);~
City of Hopkins
-28-
Traffic Study for SuperValu Warehouse Expansion