Memo- Joint Meeting,SuperValu Perishable Warehouse Expansion Project
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Economic Development
MEMORANDUM
TO: City Council and Zoning/Planning Commission
FROM: ~ Kerrigan
DATE: June 20, 2000
SUBJECT: Joint Meeting, June 26,2000,6:30 - 7:30 p.m. re: SuperValu
Perishable Warehouse Expansion Project
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Attached is the following information for this meeting:
. Agenda
. Revised site plan
. Revised traffic study
. Noise assessment memorandum, dated 6/22/00
The site plan details a Phase 1 and 2, of approximately 121,000 square feet.
This is the size of the project for which SuperValu is presently requesting City
approval. They are also detailing a future construction phase of approximately
65,000 square feet. SuperValu has stated this may not be built for four to five
years or later. Staff has informed them that at such time as they wish to
construct this portion of the project, a new conditional use permit would need to
be issued.
The findings of the traffic study are detailed on Pages v-vii. Whether to vacate
Sixth Avenue South as proposed by SuperValu or keep this roadway open has
become an issue of contention with the residents of the adjacent area.
.
Although not entirely related to the SuperValu project, staff did request that Mr.
Benshoof look at cut-through traffic in the Peaceful Valley/Park Valley
neighborhoods. This has been identified as a concern by both of these
neighborhoods. Mr. Benshoof has concluded that with closing Sixth Avenue
South there will be a substantial reduction in these cut-through movements.
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Memo to City Council and Zoning/Planning Commission, 6/20100 -. Page 2
The noise impact assessment of the project was completed by David Braslau
Associates, Inc. Mr. Braslau has concluded that the project can meet the City
noise standards. This can be accomplished with construction of an 18-foot
sound wall on the south property line and modification to the SuperValu truck
refrigeration units. Mr. Braslau's study is based on the closing of Sixth Avenue.
If this roadway is not closed, the noise impacts would need to be restudied.
This item is scheduled to be brought to the Zoning and Planning Commission for
consideration of the various land use approvals at their July meeting.
Attachments
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AGENDA
SUPERV ALU PERISHABLE WAREHOUSE EXPANSION PROJECT
CITY COUNCIL/ZONING & PLANNING
COMMISSION WORK SESSION
JUNE 27, 2000
6:30 - 7:30 p.m.
II Introduction - Jim Kerrigan
II Overview of Revised Project, 10 minutes - SuperValu
!!I Survey of Revised Traffic Study, 10 minutes, Jim Benshoof
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II Fifth/Sixth & Tenth Avenues intersection, 5 minutes - Steve Stadler
II Results of Noise Impact Study, 5 minutes - David Braslau
II Questions
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PLOT DATE: oe, 01 00
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davld br~ b ...oc""'..,lncorpor_
1313 5th street S.B. · auiee 322 · minneapolis. mn 55414
telephone: 612-331-4571 · fex: 612-331-4572
22 June 2000
MEMORANDUM
TO:
Jim Kerrigan
City of Hopkins
FROM:
David Braslau
RE:
SuperValu Perishable Centerffiopkins
Compliance with Daytime and Nighttime Noise Limits
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This memorandum identifies measures that will be undertaken by SuperValu to comply
with the daytime and nighttime noise limits of the Hopkins noise ordinance and Minnesota
noise standards, A range of options to comply with these limits has been evaluated in two
previous noise assessment studies for the Perishable Center, the first dated 12 April 2000,
and a supplemental report on mitigation options dated] June 2000. Those reports
describe the assumptions and methodologies used to evaluate future noise levels at the
closest home associated with the operation of trucks, yard shuttles, and refrigeration units
on the site. The measures listed below have been identified as the most efficient means for
compliance with the 60 dBA daytime limit and 50 dBA nighttime limit. This involves the
construction of a noise barrier and the control of noise sources on the site.
The measures needed to comply with these noise limits are identified below:
· During the nighttime hours at the docks on the south side of the building,
approximately 50% of the loading docks will be occupied with trailer and operating
refrigeration units.
· When the Perishable Center opens, 68 refrigeration units of the 183 in the SuperValu
fleet that will be using the Center at night will be "whisper" units with greatly reduced
sound levels, and the remaining 115 refrigeration units wi11 be retrofitted for quieter
performance
· An 18-foot noise barrier will be constructed along the south property line of the
facility to provide attenuation of noise from trucks, yard shuttles, and refrigeration
units.
CI Sound absorptive material will be placed on the interior (north side) of the noise
barrier to enhance the performance of the barrier.
.
As more of the quieter refrigeration units are introduced into the SuperValu fleet, the
sound level associated with these units will continue to fall.
kerr0622-mcrn.doc 200008
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TRAFFIC STUDY FOR
SUPERV ALU W AREHOUSE EXPANSION
IN HOPKINS
Prepared for:
City of Hopkins
Prepared by:
Benshoof & Associates, Inc.
June, 2000
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CONTENTS
Page
SU11MAR y ...... _.. .,. . _. .., '" ... .. _ _" ., _ _., .., _.. ... ... .,. .,. .., .., ... ... ... v
PURPOSE AND SCENARIOS ANALYZED
1
TRANSPORT ATrON IS SUES
3
EXISTING CONDITIONS ... ..._.. .,. .,. .., .., ... ... ._. .,. ...... .., ._. ... -.. 4
TRAFFIC FORECASTS
18
ANALYSES
Impacts on lllh Avenue
23
Effects Caused by Through Traffic Using Neighborhood
Streets. .. . . _ . . . .. . _ . . .. . . _ . .. . .. . . . _ . . . .. . . . . .. . ... . . . - . . 27
Truck Traffic Impacts on the Neighborhoods. _ . . . . '" . . . .. . ... . . . .. . 28
Emergency Vehicle Access for the Neighborhoods
29
Convenience of Access for the Neighborhoods
29
PedestrianlBicycle Access for the Neighborhoods
30
Traffic Volumes and Speed Impacts on 5th Street
for Nearby Homes .., . _. ... ... ... .,. . _ _ .., ... ... .. _ 32
Safety and Other Traffic Impacts at the 6th Street/10th
Avenue Intersection ............... ... ...... ......... 35
Impacts on 5th Avenue at Excelsior Boulevard and
3 cd Street .. . .. . .. . . .. .. . .. . .. . .. . .. .. .. . .. .. . . .. .. . 3 9
Impacts on 3rd Street, Washington Avenue, and Milwaukee
Avenue ... .,. . _ _ _.' . _' ... ... _.. .,. ., _ .., .., .. _ ... 43
CONCLUSIONS AND RECOMMENDATIONS
44
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LIST OF FIGURES
Figure 1
Figure 2
Figure 3
Figure 4
Figure 5
Figure 6
Figure 7
Figure 8
Figure 9
Figure 10
Figure 11
Figure 12
Figure 13
Figure 14
Figure 15
Page
Study Area
2
... ... ,.. .__ .0' .., ... ... ... ,.. ... .., .0' '0' ." 0" ...
Roadway Classification and Existing
Average Daily Traffic
5
Major AM Peak Hour Patterns for Existing Traffic on
6th Avenue between 3rd Avenue and 5th Street 8
Major PM Peak Hour Patterns for Existing Traffic on
6th Avenue between 3rd Avenue and 5th Street 9
Existing Peak Hour Turn Movement Volumes 11
AM Peak Hour Patterns for Existing Through Traffic
on Neighborhood Streets . . . . . . ., . . . . .. .. .. .. . . . . 12
PM Peak Hour Patterns for Existing Through Traffic
on Neighborhood Streets .. . .. ... .. .. .. .. .. .... .. 13
Factors Contributing to Through Traffic on Hopkins
Residential Streets .., ......... ...... ." ......... ... 15
Existing Sidewalks and Trails
......................... 17
Rerouting of Traffic Due to the Closure of 6th Avenue .., 20
AM Peak Hour Turn Movement V oIumes
21
PM Peak Hour Turn Movement Volumes
22
Existing and Proposed Lanes and Parking Restrictions
for 11 th Avenue .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. . .. 24
Proposed Sidewalk and Trail System...... ... ......... ...... 31
Existing Conditions on Stlt/6th Street ........................ 33
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LIST OF FIGURES (cont.)
Figure 16
Figure 17
Figure 18
Figure 19
Proposed Conditions on Sili/6th Street _.. . . . . .. . . . .. . ... . _ . .. .
Options for the Sth/6ili Street Intersection with
10ili Avenue (2 sheets) .................. -.....
Proposed Lengthening of Westbound Left Turn Lane
On Excelsior Boulevard at Sth Avenue
Recommendations for 5ili Avenue/3rd Street
Intersection if 6th Avenue is Closed
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Page
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41
42
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LIST OF TABLES
Table 1
Table 2
Table 3
Table 4
Traffic Volumes on 6th Avenue
Traffic Volumes in the Park Valley and Peaceful
Valley Neighborhoods . . . ., . . - . . ., . . - . . . . . . . . .
Existing and 2005 Post-Development Level of
Service Results for the Intersections of 11 th
Avenue with 6th and 7th Streets ." .., '" ... '"
Existing and 2005 Post-Development Level of
Service Results for the Intersection of
Excelsior Boulevard and 5th Avenue . _....... ......
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SUMMARY
This report provides an analysis of the traffic effects associated with the proposed
expansion of SuperValu's perishable food warehouse in Hopkins, MN. In addition to the
warehouse expansion, SuperValu has proposed closing 6th Avenue between 3rd Street and
5th Street. To effectively analyze the traffic impacts, data was collected regarding
existing traffic volumes and patterns on surrounding roadways induding:
. Turn movement counts at four intersections
. Daily traffic volumes on 6th Avenue and several local streets
. Vehicle classification count on 6th Avenue
. License plate survey at roadway locations on the edges of the Park Valley and
Peaceful Valley neighborhoods
Traffic forecasts were developed for the 2005 post-development conditions with 6th
Avenue both open and closed. The forecasts accounted for the following four factors:
. Existing volumes on nearby roadways
. Historic trend on volumes on affected roadways
. New traffic due to the expansion of the perishable warehouse.
. Redirected traffic from 6th Avenue to either 11th Avenue or 2nd Avenue if 6th
Avenue is closed between 3rd Street and 5th Street.
Through many discussions and meetings with City staff and nearby residents, multiple
transportation issues have arisen regarding the proposed expansion. We examined each
transportation issue carefully in order to effectively analyze traffic impacts of the
proposed warehouse expansion and the possible closure of 6th Avenue. Each
transportation issue is identified next, together with the findings and recommendations
from our analysis.
Impacts on 11th Avenue. 11th Avenue currently experiences congestion during the a.ill.
and p.m. peak periods. The proposed expansion will slightly increase the traffic volumes
and associated congestion on 11th Avenue, more so if6th Avenue is closed. However,
due to the existing congestion, not solely attributed to SuperValu, 11th Avenue should be
re-striped regardless of whether 6th Avenue remains open or is closed. Re-striping 11th
Avenue would provide two through lanes for both the northbound and southbound
directions from just north of the 11th Avenue/6th Street intersection to just south of the
11 th A venue/7th Street intersection. This re-striping will significantly reduce congestion
during the peak periods.
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Effects Caused by Through Traffic Using Neighborhood Streets. There is a substantial
amount of non-residential through vehicles using neighborhood streets during the peak
periods, especially 6th Avenue and 7th Street. By itself, the warehouse expansion will not
affect the throu~h traffic on these local roadways. This through traffic will be affected by
the dosing of6t Avenue, which would eliminate a major through route for non-
residential traffic and reduce through traffic on local streets by as much as 20 percent.
Several other measures are described in this report to further reduce through traffic on
neighborhood streets.
Truck Traffic Impacts on Neighborhoods. If 6th Avenue remains open, truck traffic may
slightly increase on 5th/6th Street in the neighborhoods due to the SuperValu expansion,
which would also slightly increase noise levels and safety issues. If 6th Avenue is closed,
truck traffic would decrease on 5th/6th Street, reducing noise levels and increasing safety
for nearby residents.
Emergency Vehicle Access. The SuperValu expansion will not affect the quality of
emergency vehicle operations if 6th Avenue remains open. If 6th Avenue is closed,
approximately 1/3 of police calls to the neighborhoods would experience an increase in
response time, with a maximum increase of 50 seconds. It is our judgement that this
would not cause significant negative effects for police service to the neighborhoods. Fire
service to the neighborhoods will be unaffected by the SuperValu expansion or the
possible closure of 6th Avenue.
Convenience of Access for Neighborhoods. The SuperValu expansion will not affect the
access to and from the neighborhoods if 6th Avenue remains open. As for the police
service, we would expect the maximum increase in travel time to be 50 seconds for some
residents if 6th Avenue is dosed. We would not expect the increase to be a serious
negative impact to residents in the neighborhoods.
PedestrianlBicyc1e Access for the Neighborhoods. The existing pedestrian/bicycle
system in the area has deficiencies in terms of missing links and poor conditions of some
paths. Regardless of the SuperValu project, it is important to upgrade this system to
provide a continuous sidewalk/trail around the SuperValu site. If6th Avenue is closed,
the existing sidewalk on that road will be removed, increasing the deficiency of the
existing system. With the recommended improvements, the loss of this sidewalk will not
be a serious negative impact.
Traffic V oIufies and Speed Impacts on 5th Street for Nearby Homes. The existing width
of 5th Street west of 7th Avenue promotes higher speeds, which is an existing problem
identified by nearby residents. If 6th Avenue remains open, the warehouse expansion
would only slightly increase the existing total vehicle volume and truck volume on 5th
Street. If 6th Avenue were closed, the existing total vehicle volume on 5th Street would
also slightly increase due to redirected traffic, while the existing truck volume would
decrease. In either case, the amount of total vehicle volume increase would not be
noticeable. We would recommend reconstructing 5th/6th Street between 6th Avenue and
11 th Avenue to a continuous 32 foot width, matching the width east of 6th Avenue. This
narrower road would provide better speed control, improving the existing situation for
nearby residents.
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Safety and Other Traffic Impacts at the 6th Street/10th Avenue Intersection. This
intersection has several existing problems, which create confusion for motorists and
increase accident potential. These conditions are not significantly altered by the
SuperValu expansion whether 6th Avenue remains open or is closed. We would
recommend reconstruction of the current four-legged intersection of lOth Avenue with
5th/6th Street whether 6th Avenue remains open or is closed. We have developed four
options to effectively improve safety and reduce through traffic impacts on neighborhood
streets. City staff and the City Council should choose the alternative that, in their
judgment, best meets the applicable objectives.
Impacts on 5th Avenue at Excelsior Boulevard and ]rd Street. In conjunction with the
SuperValu expansion, truck traffic is expected to increase at these intersections. We
would recommend increasing the length of the left turn lane for westbound to southbound
left turns from Excelsior Boulevard to 5th Avenue. No changes will be needed at the 5th
Avenue and 3rd Street intersection if 6th Avenue remains open. If 6th Avenue is closed,
the intersection will need to be reconstructed to a three-legged intersection with two-way
stop control on the south leg.
Impacts on ]rd Street. Washington Avenue, and Milwaukee Street. These streets are
expected to adequate~ handle future traffic volumes associated with the SuperValu
expansion, whether 6 Avenue remains open or is closed, provided all-way stop control
is implemented at the intersection oOrd Street/Spruce Street with Washington Avenue.
In conclusion, we believe the surrounding roadways of the proposed SuperValu
perishable warehouse expansion can effectively handle the traffic impacts with
improvements to some of the roadways. As mentioned, some improvements should be
made regardless of whether 6th Avenue remains open or is closed. In addition, some of
the improvements correct existing problems not principally attributable to the SuperValu
expansion. Finally, it is our judgement that the traffic benefits to the neighborhoods of
closing 6th Avenue outweigh the disadvantages. For this reason, we would support the
closure of 6th Avenue north of 5th Street in conjunction with the SuperValu perishable
warehouse expansion.
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PURPOSE AND SCENARIOS ANALYZED
This report is to examine the traffic impacts associated with the proposed expansion of
SuperValu's perishable food warehouse in Hopkins,.MN. Specifically, this report
addresses the following two items:
. Impacts of additional traffic generated by the proposed warehouse expansion
. Impacts of the proposed closure of 6th Avenue between 3rd Street and 5th Street
Currently, SuperValu maintains a perishable food warehouse of 226,120 square feet. The
warehouse is located west of Trunk Highway 169, between 11th Avenue to the west, 6th
Avenue to the east, 5th/6th Street to the south, and the railroad tracks to the north. Trucks
access the site through 11th Avenue. Employees and visitors have access to the site via
5th Street. The proposed expansion would increase the total area by about 121,000 square
feet for a combined floor area of about 347,120 square feet. The existing access points
for trucks and other vehicles would remain at their current locations.
In conjunction with the warehouse expansion, 6th Avenue, between the 3fd Street and 5th
Street, is proposed to be closed. This area would be converted into stalls for trailer
parking. In addition, a separate access drive from the expanded perishable food
warehouse to the main grocery facility would be created. This would allow trucks to
access the perishable food warehouse from SuperValu's main entrance off3rd Street, east
of 5th Avenue. Similarly, trucks from the perishable food warehouse would be able to
access the main warehouse without using public roadways.
If 6th Avenue were not closed, the warehouse expansion plan would still proceed with
slight changes to the plan. Under this scenario, a new access drive to the perishable
warehouse would be opened on 6th Avenue. We have examined the proposed warehouse
expansion in regards to traffic operations with 6th Avenue being closed and with 6th
Avenue remaining open.
Figure 1 shows the location of SuperValu's existing facilities as well as the location of
the proposed expansion and the section of roadway to be closed. Figure 1 also shows the
surrounding neighborhood areas and local roadways.
City of Hopkins
Traffic Study for SuperValu Warehouse Expansion
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r..../ /:.'./'/ ...<:>.... /1 PROPOSED ROADWAY TO BE
../ // .// CLOSED
,'.... /</~ /"/
AREA OF PROPOSED PERISHABLES
WAREHOUSE EXPANSION
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400'
N
t
APPROXIMATE
SCALE
FIGURE 1
STUDY AREA
TRAFFIC STUDY FOR
SUPERVALU
PERISHABLES
WAREHOUSE
EXPANSION
CITY OF HOPKINS
W BENSHOOF & ASSOCIATES, INC.
TRANSPORTATION ENGINEERS AND PLANNERS
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TRANSPORTATION ISSUES
Multiple transportation issues have arisen through discussions and meetings that have
occurred to date regarding the proposed development. These issues have been raised by
City staff during our various discussions and by residents of the Park Valley and Peaceful
Valley neighborhoods through the following:
. Neighborhood meetings
. Preliminary meetings with the Planning Commission and City Council
. Written concerns to City staff
The traffic related issues raised to date are listed and summarized as follows:
. Impacts on 11th Avenue. The ability of 11 th Avenue to accommodate additional
trucks, as well as the existing and future capacity of the roadway to serve total
projected volumes.
. Effects caused by Through Traffic Using Neighborhood Streets. The impacts of
non-residents that drive on local roadways in the Park Valley and Peaceful Valley
neighborhoods.
. Truck Traffic Impacts on the Neighborhoods. The volume of trucks on 5th/6th
Street in addition to the noise and safety factors associated with the truck
movements.
. Emergency Vehicle Access for the Neighborhoods. The ability of the police and
fire departments to respond quickly and efficiently to calls within the
neighborhoods.
. Convenience of Access for the Neighborhoods. The ease of residents to
efficiently enter and exit the neighborhoods.
. PedestrianIBicycle Access for the Neighborhoods. The availability and
convenience of sidewalks and trails to serve the neighborhoods.
. Traffic Volumes and Speed Impacts on 5th Street for Nearby Homes. The safety
for nearby residents and the amount of noise from vehicles on 5th Street.
. Safety and Other Traffic Impacts at the 6th Street/10th Avenue Intersection. The
ability ofthis intersection to effectively serve residents and other traffic in regards
to safety and delays.
. Impacts on 5th Avenue at Excelsior Boulevard and 3rd Street. Ability of these two
intersections to effectively and safely serve traffic operations.
. Impacts on 3rd Street, Washington Avenue, and Milwaukee Avenue. Ability of
these roadways to effectively and safely serve traffic operations.
Each of the preceding items is examined in regards to the expansion of the SuperValu
perishable warehouse, as well as in regards to 6th Avenue being closed or remaining
open.
City of Hopkins
-3-
Traffic Study for SuperValu Warehouse Expansion
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EXISTING CONDITIONS
To effectively examine all of the existing characteristics, this section is divided into the
following parts:
. Data regarding traffic on 6th Avenue
. Data regarding affected intersections
. Data regarding through traffic
. Stop control at neighborhood intersections
. Sidewalks and trails
Each part is discussed separately below.
DAT A REGARDING TRAFFIC ON 6TH AVENUE
Figure 2 shows the current functional classification and the average annual daily traffic
on the major roadways. Functional classification determines the balance between access
and mobility of roadways. Major roadways, such as Trunk: Highway 169, provide high
mobility with limited access. Local roadways, such as 10th Avenue, provide high access
with limited mobility. As shown, the proposed roadway to be closed, 6th Avenue, is a
collector street and one of three current options for northbound and southbound traffic
between the roadways south of SuperValu and Excelsior Boulevard. Also of note in this
figure, the average annual daily volume on the portion of 6th Avenue to be closed is 3,200
vehicles.
As stated, SuperValu's perishable warehouse is located in the northeast quadrant of the
intersection of 11th Avenue and 6th Street, south of the railroad tracks. SuperValu's main
facilities are located east of the perishable warehouse between 6th Avenue and 2nd
Avenue. Other traffic generators in this area include two business zones and a residential
zone. The Westside Business Park is east of 11th Avenue between 6th Street and the
SuperValu perishable warehouse and contains 114,800 square feet offioor area. Two
existing office buildings, with a total size of 60,900 square feet, are located between
Trunk Highway 169 and 2nd Avenue, south of 5th Street. A third office building in this
area has recently been constructed. The residential area, extending from 5th Street to
south of 7th Street and from 11th Avenue to 2nd Avenue, consists of the Park Valley and
Peaceful Valley neighborhoods. This area has 273 single family units and 86 apartment
units.
As mentioned, 6th Avenue is an important north-south roadway for the traffic generators
in this area. 6th Avenue is also used as a through route for vehicles from 11th Avenue to
Excelsior Boulevard and ]rd Street. In order to determine the routes of traffic using the
section of 6th Avenue proposed to be closed, we performed the following two steps:
. A traffic volume and classification count on 6th Avenue.
. A license plate survey and matching.
City of Hopkins
-4-
Traffic Study for SuperValu Warehouse Expansion
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ROADWAY CLASSIFICATION
_PRINCIPAL ARTERIAL
. _ MINOR ARTERIAL
... COLLECTOR
N
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APPROXIMATE SCALE
I I
o 600'
CITY OF HOPKINS
TRAFFIC STUDY FOR
SUPERVALU
PERISHABLES
WAREHOUSE
EXPANSION
FIGURE 2
ROADWAY CLASSIFICATION
AND EXISTING AVERAGE
DAILY TRAFFIC
00 BENSHOOF & ASSOCIATES, INC.
V THANSPOHTATlON ENGINEERS AND PlANNEHS
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For the first step, an automatic counter was used to determine the amount and types of
vehicles using 6th Avenue. Traffic was counted from Monday, February 28,2000 to
Wednesday, March 1, 2000. A factor from the Minnesota Department of Transportation
was applied to the recorded volumes to account for a seasonal adjustment. Table 1 shows
the volumes on 6th Avenue for an average day and the a.m. and p.m. peak hours for both
automobiles and trucks. The truck category includes semi-trucks, single-unit trucks, and
buses.
TABLE 1
TRAFFIC VOLUMES ON 6TH A VENUE
Daily AM Peak Hour PM Peak Hour
Vehicle Type Both Directions Northbound Southbound Northbound Southbound
Trucks 400 3 2 6 3
Autos 2,800 132 111 275 122
Total Volume 3,200 135 113 281 125
The next step involved a license plate survey to determine the origins and destinations of
traffic in the area. The survey was accomplished by recording the direction and license
plate of vehicles as they passed specific locations. Survey personnel were stationed at the
following seven spots from 7 a.m. to 9 a.m. and from 4 p.m. to 6 p.m. on Wednesday,
February 16,2000. Each point represents an access into and out of the study area.
.
5th Avenue between Excelsior Boulevard and 3rd Street.
3rd Street between 5th Avenue and 2nd Avenue.
2nd Avenue between 3rd Street and 5th Street.
2nd Avenue, south of Sth Street.
9th Avenue between 7th Street and Westbrooke Avenue.
7th Street between 11th Avenue and 10th Avenue.
6th Street between 11th Avenue and loth Avenue.
.
.
.
.
.
.
After the data was recorded for the two time periods, the license plates listed for each
location were matched with other locations. For example, an eastbound license plate on
7th Street could be matched with a northbound license plate on 5th Avenue showing a
vehicle using 6th Avenue for a through route. In this manner, we were able to determine
the origin-destination characteristics of vehicles using the subject section of 6th Avenue
during the a.m. and p.m. peak periods.
The adjusted volumes and matching percentages were used to determine the exact routing
of traffic on the section of 6th Avenue to be closed. Trips not accounted for by the license
plate matching are accounted for by the three other zones in this area, described earlier:
the two business zones and the residential zone. Trips to/from these three areas have
either an origin or destination within the study area and would not be identified in our
City of Hopkins
-6-
Traffic Study for SuperValu Warehouse Expansion
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license plate survey. Figures 3 and 4 show the major routes of the existing traffic using
the section of 6th Avenue proposed to be closed. Routes with less than five percent of the
traffic were not included in these figures. Figure 3 shows the volume and major routes of
traffic on 6th Avenue during the a.m'ieak hour. Figure 4 shows the p.m. peak hour
volume and major traffic routes on 6 Avenue.
DAT A REGARDING AFFECTED INTERSECTIONS
In addition to determining the existing routes of vehicles using 6th Avenue, the following
four intersections were examined because they will experience the greatest change in
traffic volumes due to the proposed warehouse expansion:
.
Excelsior Boulevard and 5th Avenue
11 th Avenue and 6th Street
11 th Avenue and 7th Street
11th Avenue and SuperValu perishable warehouse entrance
.
.
.
At the Excelsior Boulevard/5th Avenue intersection, the eastbound and westbound
directions provide one left turn lane, two through lanes, and one channelized right turn
lane. The northbound and southbound directions provide one left turn/through lane, one
through lane, and one channelized right turn lane. The intersection is controlled by an
actuated signal with protected eastbound and westbound left turns and a split northbound
and southbound phase. Turn movement counts were collected for both the a.ill. and p.m.
peak hours.
At the 11th Avenue/6th Street intersection, one lane for all movements is provided for
eastbound and southbound traffic. One right turn lane and one left turn/through lane is
provided for the westbound and northbound directions. This un signalized intersection
has all-way stop control. Turn movement counts were collected for both the a.m. and
p.m. peak hours.
At the 11th A venue/7lh Street intersection, one lane for all movements is provided for each
direction of traffic. This unsignalized intersection also has all-way stop control. Turn
movement counts were also taken for both the a.ill. and p.m. peak hours.
At the 11th Avenue/warehouse entrance intersection, one through lane and one
through/right turn lane is provided for northbound traffic. One left turn/through lane is
provided for southbound traffic and one left turn/right turn lane is provided for
westbound traffic. The unsignalized intersection is controlled with a westbound stop
sign. Westbound trucks exiting the SuperValu perishable warehouse are prohibited from
turning left. Turn movement counts were only collected for the a.m. peak hour due to the
high amount of truck traffic at this time and the small amount of truck traffic during the
p.m. peak hour.
City of Hopkins
-7-
Traffic Study for SuperValu Warehouse Expansion
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APPROXIMATE SCALE
~ I
o 600'
CITY OF HOPKINS
TRAFFIC STUDY FOR
SUPERVALU
PERISHABLES
WAREHOUSE
EXPANSION
FIGURE 3
MAJOR A.M. PEAK HOUR
PATTERNS FOR EXISTING
TRAFFIC ON 6TH AVENUE
BETWEEN 3RD AVENUE &
5TH STREET
\Xi BENSHOOF & ASSOCIATES, INC.
V TRANSPORTATION ENGINEERSAND PLANNERS
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APPROXIMATE SCALE
~ I
o 600'
CITY OF HOPKINS
TRAFFIC STUDY FOR
SUPERVALU
PERISHABLES
WAREHOUSE
EXPANSION
IGURE 4
MAJOR P.M. PEAK HOUR
PAlTERNS FOR EXISTING
TRAFFIC ON 6TH AVENUE
BETWEEN 3RD AVENUE &
5TH STREET
aD BENSHOOF & ASSOCIATES, INC.
V TRANSPORTATION ENGINEERS AND PLANNERS
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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.
DATA 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.rn. 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 of the neighborhoods on 9th
Avenue south of 7th Street, with another significant portion entering and exiting
on 7th Street east of 11th 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 fOf SuperValu Warehouse Expansion
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NOT TO SCALE
TRAFFIC STUDY FOR
SUPERVALU
PERISHABLES
WAREHOUSE
EXPANSION
CITY OF HOPKINS
00 BENSHOOF & ASSOCIATES, INC.
V TRANSPORTATION ENGINEERS AND PLANNERS
FIGURE 5
EXISTING PEAK HOUR
TURN MOVEMENT
VOLUMES
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APPROXIMATE SCALE
~ I
o 600'
CITY OF HOPKINS
TRAFFIC STUDY FOR
SUPERVALU
PERISHABLES
WAREHOUSE
EXPANSION
FIGURE 6
AM PEAK HOUR
PATTERNS FOR EXISTING
THROUGH TRAFFIC ON
NEIGHBORHOOD STREETS
\Xi BENSHOOF & ASSOCIATES, INC.
V TRANSPORTATION ENGINEERS AND PLANNERS
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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
00 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 7th 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 VALLEY AND PEACEFUL VALLEY
NEIGHBORHOODS
Average AM Peak Average PM Peak Average Daily
Location Hour Volume Hour Volume Volume
7111 Street
bit 7th & 8th Avenues 102 312 1,609
6111 Avenue
bit 6th & 7th Streets 75 231 1,174
7111 Street
bit 5th & 6th Avenues 23 45 364
7111 Avenue
bit 6th & 7th Streets 15 55 292
As shown in the table, volumes on 7th Street west of 6111 Avenue and on 6111 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 7111 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 of non-residential
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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ON 11th AVE.
THROUGH
TRAFFIC ON
RESIDENTIAL
STREETS
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CITY OF HOPKINS
TRAFFIC STUDY
FOR SUPERVALU
PERISHABLES
WAREHOUSE
EXPANSION
FIGURE 8
FACTORS CONTRIBUTING
TO THROUGH TRAFFIC ON
HOPKINS RESIDENTIAL
STREETS
OD BENSHOOF & ASSOCIATES, INC.
V TRANSPORTATION ENGINEERSANDPLANNERS
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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 7th Avenue
. 6th Street and 6th Avenue
. 6th Street and 5th Avenue
. 7th 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 ofSth/6th Street between 2nd Avenue and 11th Avenue.
City of Hopkins
-16-
Traffic Study for SuperValu Warehouse Expansion
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- - - . TRAIL
- SIDEWALK
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APPROXIMATE SCALE
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600'
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CITY OF HOPKINS
TRAFFIC STUDY FOR
SUPERVALU
PERISHABLES
WAREHOUSE
EXPANSION
FIGURE 9
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\Xi BENSHOOF & ASSOCIATES, INC.
V TRANSPORTATION ENGINEERS AND PLANNERS
EXISTING SIDEWALKS
AND TRAILS
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TRAFFIC FORECASTS
Traffic forecasts were developed for the intersections of Excelsior Boulevard/5th Avenue,
11th Avenue/6th Street, and 11th Avenue/7th Street during the weekday a.m. and p.m. peak
hours. Traffic forecasts were also developed for the intersection of the SuperValu
perishable warehouse truck entrance /11 th Avenue during the weekday a.m. peak. hour.
The expected increase in traffic from the existing counts to the 2005 post-development
scenario consist ofthe following three components:
. Future general traffic growth in the volumes on major roads in the area.
. New traffic due to the expansion of the perishable warehouse. This includes
traffic from both the new employees hired and the new trucks that will service the
expanded warehouse.
. If 6th Avenue is closed between 5th Street and 3rd Street, local and through traffic
will be redirected to either 11th Avenue or 2nd Avenue for northbound and
southbound travel.
Future growth in volumes on the major roadways can be determined by examining the
historic traffic growth on the roads. We examined the historic volumes on Excelsior
Boulevard and on 11th Avenue, both major roadways as shown in Figure 2. On Excelsior
Boulevard, the daily volume was 28,200 vehicles in 1990. In 1997, the daily volume was
27,000, representing about a 4.3 percent decrease in seven years. Traffic counts during
the intervening years also showed annual declines in traffic volume. Rather than assume
a continued decline in volume, we assumed traffic would remain stable to 2005 and did
not apply any factor for general traffic growth. We also assumed the same for 11th
Avenue.
From information provided by SuperValu, an average day at the perishable warehouse
includes 170 warehouse employees, 90 office employees, and the servicing of 174 trucks,
52 SuperValu trucks and122 non-SuperValu trucks. Over the five year time frame of the
expansion, warehouse employees are expected to increase by 2.5 percent per year and the
truck traffic is expected to increase by five percent per year. The number of office
workers is not expected to change. After completion of the expanded warehouse in 2005,
this would amount to 21 additional warehouse employees and 44 additional trucks to be
serviced. During a typical day, this corresponds to a total of 152 additional trip ends due
to the warehouse expansion, 88 trip ends from trucks and 64 trip ends from employee
automobiles. One trip end is equal to one vehicle with either the origin or destination of
its travel at the site. Therefore, one vehicle that enters and exits the site would be
counted as two trip ends.
In regards to truck traffic using the perishable warehouse truck access, SuperValu has
provided information regarding operational changes. Due to these changes, the volume
ofSuperValu trucks using 11th Avenue to and from the perishable warehouse has
decreased to approximately five SuperValu trucks per day, a reduction of 47 trucks.
Thus, on a daily basis, the increase in trucks due to the warehouse expansion is expected
to be balanced by the decrease in SuperValu trucks due to operation changes.
City of Hopkins
-18-
Traffic Study for SllperValll Warehouse Expansion
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Warehouse employees have three shifts during the day: 7 a.m. to 3 p.m., 3 p.m. to 11
p.m., and 11 p.m. to 7 a.m. The arrival and departure time of employees would normally
occur outside of the a.m. peak hour (typically 7:30 a.m. to 8:30 a.m.) and p.m. peak hour
(usually 4:30 p.m. to 5:30 p.m.) that we are examining. Therefore, any increase in traffic
associated with the 21 additional workers will be quite low. As stated previously, the
number of office workers will not change, and associated traffic will not increase either.
Based on the above information, we have estimated that two vehicles will be arriving to
the site and two vehicles will be leaving the site during each peak hour to account for the
new employee traffic. We have further estimated that these trips will be directed to/from
the perishable employee parking lot, off6th Street, to/from Trunk Highway 169 via
Excelsior Boulevard and 11th Avenue.
Based upon SuperValu's information of entering and exiting truck traffic at the
perishable warehouse, about 10 percent of the traffic occurs during the a.m. peak hour.
To be conservative, we have estimated that five additional trucks will enter and five
additional trucks will exit the warehouse site during this time. The p.m. peak hour
contains about 2.5 percent of the traffic. For this time, we have estimated that one
additional truck will enter and one truck will leave the site. As before, we estimated that
this traffic will also be directed between the perishable warehouse entrance and Trunk
Highway 169 via Excelsior Boulevard and 11th Avenue.
For each origin-destination pair, existing trips using the subject 6th Avenue were
redirected to 11th Avenue and/or 2nd Avenue based on relative convenience of those
routes. In most instances, some trips were redirected to both routes. In a few instances,
all of the trips for a particular route were directed to 2nd Avenue or 11th Avenue. Figure
10 shows rerouting of volumes on 6th Avenue to either 11th Avenue or 2nd Avenue, north
of 5th Street. As shown in this figure, our expectation is that the existing trips using 6th
Avenue will be redirected almost equally to 11th Avenue and 2nd Avenue.
Combining the three elements described previously, we were able to determine the 2005
post-development traffic volumes. For the intersection of the SuperValu perishable
warehouse truck entrance and 11th Avenue, 2005 post-development forecasts were
developed for the a.m. peak hour. For the other intersections of Excelsior Boulevard/5th
Avenue, 11th Avenue/6th Street, and 11th Avenue/7th Street:, the 2005 post-development
scenario was determined for both the a.m. and p.m. peak hours.
As mentioned previously, the SuperValu expansion could also proceed if6th Avenue
remains open. In this case, the redirecting of traffic would not occur and future volumes
would be the result just traffic growth from the warehouse expansion. Based on this,
forecasts were also developed for the 2005 post-development scenario with 6th Avenue
remaining open. Figure 11 shows the existing and 2005 post-development turn
movements with 6th Avenue open and closed for the a.m. peak hour. Figure 12 shows the
p.m. peak hour turn movements for the existing and 2005 post-development conditions
with 6th Avenue open and closed.
City of Hopkins
-19-
Traffic Study for SuperValu Warehouse Expansion
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N
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APPROXIMATE SCALE
600'
CITY OF HOPKINS
TRAFFIC STUDY FOR
SUPERVALU
PERISHABLES
WAREHOUSE
EXPANSION
REROUTING OF TRAFFIC
DUE TO CLOSURE OF 6th
AVENUE
FIGURE 10
\Xi BENSHOOF & ASSOCIATES, INC.
V TRANSPORTATIONENGINEERSAND PLANNERS
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24/24/37 ~ 1 L L 10811081108
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en r- 2005 POST-DEVELOPMENT
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"<t
PERISHABLE
WAREHOUSE
ENTRANCE
N
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NOT TO SCALE
CITY OF HOPKINS
TRAFFIC STUDY FOR
SUPERVALU
PERISHABLES
WAREHOUSE
EXPANSION
FIGURE 11
AM PEAK HOUR
TURN MOVEMENT
VOLUMES
00 BENSHOOF & ASSOCIATES, INC.
V TRANSPOATATIONENGINEERSANDPlANNEAS
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PERISHABLE
WAREHOUSE
ENTRANCE
CITY OF HOPKINS
0Ij BENSHOOF & ASSOCIATES, [NG.
V TRANSPORTATION ENGINEERSAND PlANNERS
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XX1XXfX:A.
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NOT TO SCALE
TRAFFIC STUDY FOR
SUPERVALU
PERISHABLES
WAREHOUSE
EXPANSION
FIGURE 12
PM PEAK HOUR
TURN MOVEMENT
VOLUMES
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ANALYSES
In order to effectively analyze all traffic impacts of the proposed SuperValu perishable
warehouse expansion and the possible closure of 6th Avenue between 3rd Street and 5th
Street, we have carefully analyzed each of the issues identified earlier in this report. The
analyses are addressed in the following order:
. Impacts on 11th Avenue
. Effects Caused by Through Traffic Using Neighborhood Streets
. Truck Traffic Impacts on Neighborhoods
. Emergency Vehicle Access for Neighborhoods
. Convenience of Access for Neighborhoods
. PedestrianlBicycle Access for Neighborhoods
. Traffic Volumes and Speed Impacts on 5th Street for Nearby Homes
. Safety and Other Traffic Impacts at the 6th Street/lOth Avenue Intersection
. Impacts on 5th Avenue at Excelsior Boulevard and 3rd Street
. Impacts on 3rd Street, Washington Avenue, and Milwaukee Avenue
IJvfP ACTS ON 11 TH AVENUE
11th Avenue was examined from the railroad bridge to the intersection with 7th Street.
Under the railroad bridge, the piers limit the width of 11th Avenue. Currently, the road
has a 38 foot width, providing two northbound lanes and one southbound lane of travel.
These geometrics are sufficient to handle the existing volume on 11th Avenue and are
expected to continue to provide adequate operation for future volumes on 11th Avenue.
The three intersections in this area with 11th Avenue were analyzed to determine the
effects of the proposed expansion, with and without the 6th Avenue closure, on traffic
operations. In order to better understand how each intersection operates from an overall
traffic capacity standpoint, a capacity analysis was performed using the methodology
presented in the Highway Capacity Manual. Capacity analysis results are presented in
terms oflevel of service, which ranges from A to F. Each letter grade represents a
specific range of traffic operation based upon the average delay experience by a vehicle.
Level of service A represents the best intersection operation, with very little delay for
each vehicle using the intersection. Level of service F represents the worst intersection
operation, with excessive delay and large queue lengths. A level of service D or better is
usually considered acceptable.
City of Hopkins
-23-
Traffic Study for SuperValu Warehouse Expansion
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11th Avenue and the SuperValu Perishable Warehouse Truck Access
The intersection of 11 th Avenue with the SuperValu Perishable Warehouse Truck Access
was analyzed during the a.m. peak hour to determine to the existing and expected post-
development levels of service. The p.rn. peak hour was not examined since there are
significantly fewer trucks using this access at that time. It is important to note westbound
vehicles exiting on this driveway are prohibited from turning south onto 11th Avenue.
Under existing conditions, all movements in the intersection are operating at a level of
service B or better. Under 2005 post-development conditions with 6th Avenue open,
there is little change in volumes and all movements in the intersection are expected to
continue to operate at a level of service B or better. Under 2005 post-development
conditions with 6th Avenue closed, all movements are expected to operate at a level of
service C or better during the a. m. peak hour.
During collection of the turn movement counts, observations were also made of the
operation of southbound traffic. It was noted that when a southbound semi-truck was
attempting to turn left, one of two options would occur. Vehicles would either pass the
semi-truck on the right, making use of the wide lane and shoulder, or a small queue
would form behind the truck. It was further noted that the occurrence of a queue was
rare. On a daily basis, the total conflicts between trucks using the perishable warehouse
truck access and vehicles on 11th Avenue would be about the same if 6th Avenue remains
open. As discussed previously, this is due to the operation changes that have reduced
SuperValu trucks using this access that balance the increase in trucks due to the
warehouse expansion. If 6th Avenue is closed, total conflicts would be slightly higher
due to the increase in volumes on 11 th Avenue. In either case, we would not expect
queuing or safety problems to arise at this access drive. However, given the limited
width of 11 th Avenue under the railroad bridge and the potential seriousness if problems
were to arise, we would recommend a contingency plan be established by City staff and
SuperValu representatives. The principal feature of this plan would be commitments by
SuperValu to develop and implement satisfactory mitigation measures, subject to
approval by the City, if problems arise.
Finally, we examined the existing width and comer radii of the perishable warehouse
access road and found them to be adequate.
Intersections of 6th Street and 7th Street with 11th Avenue
These intersections were analyzed to determine the impact of the proposed SuperValu
expansion on traffic operations. Table 3 shows the level of service results for these
intersections during both peak hours and under existing and post-development conditions
with or without 6th Avenue open. This table shows the average level of service for the
entire intersection, encompassing all approaches, and the level of service for the worst
individual movement, such as a left turn movement.
City of Hopkins
-24-
Traffic Study for SuperValu Warehouse Expansion
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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 Ul Avenue & 6th Street
Existing D C F E
2005 Post-Dev - 6Ul Ave Open D C F E
2005 Post-Dev - 6th Ave Closed F D F F
llUl Avenue & 7th Street
Existing C C F F
2005 Post-Dev - 6Ul Ave Open C C F F
2005 Post-Dev - 6Ul 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 geometries were examined at both
intersections. As mentioned earlier, 11th Avenue has a 38 foot width under the railroad
bridge. Just south ofthe railroad bridge, 11th 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 71lt Street. With
these widths, we recommend re-striping 111lt 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 llllt Avenue/6th Street intersection to just south
of the 11th Avenue/7llt 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 Ilt
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 IIIlt Avenue and 7th 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
Traffic Study for SuperValu Warehouse Expansion
-25-
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EXISTING LANES AND PARKING
RESTRICTIONS
NO PARKING
CORNER
TO HERE
~ SUPERVALU
DRIVEWAY
~
It
~
6TH ST
~
~
RIGHT LANE
MUST
TURN RIGHT
,r
NO PARKING
THIS SIDE
OF SIGN
1f~
::>
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w
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:r::
f-
T"""
T"""
J.. 7TH ST
~~r-
N
t
NOT TO
SCALE
PROPOSED LANES AND PARKING
RESTRICTIONS
~ SUPERVALU
DRIVEWAY
~
It
TRAFFIC STUDY FOR
SUPERVALU
PERISHABLES
WAREHOUSE
EXPANSION
FIGURE 13
EXISTING AND PROPOSED
LANES AND PARKING
RESTRICTIONS FOR 11th
AVENUE
CITY OF HOPKINS
aD BENSHOOF & ASSOCIATES, INC.
V TRANSPORTATION ENG INEERS AND PLANN ERS
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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 11 th
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
(Mn!DOT), 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 71h 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
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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. lfthe City chooses to implement option b) or c),
we would recommend appropriate engineering analyses that would likely lead to
elimination of most, if not 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, S1l1/6th 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
6111 Avenue in conjunction with the warehouse expansion, S1l1/6th 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 S1l1/6th 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
Westside Business Park would be able to use S1l1 Street between this development and
11 th Avenue. With the removal of the truck route designation, the volume of trucks
would be greatly decreased, which would reduce noise levels and increase safety for
nearby residents.
City of Hopkins
-28-
Traffic Study for SuperValu Warehouse Expansion
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EMERGENCY VEHICLE ACCESS
The warehouse expansion by itself will not affect the quality of emergency vehicle
services to the neighborhoods. If 6th Avenue remains open with the warehouse
expansion, the existing travel routes would not change, and there would not be any effect
on emergency vehicle operations. To determine the effects of closing 6th Avenue with
the proposed warehouse expansion, the Hopkins Police and Fire Departments were asked
for comment. Don Beckering of the Hopkins Fire Department responded that the closure
of 6th Avenue would not have any effect on their operations due to the location of the
department. Since all fire emergency responses start at the Fire Station on 11th Avenue,
drivers have always used 11th Avenue to go to any emergency on the south side of
Hopkins because it is the fastest route.
Chief Craig Reid of the Hopkins Police Department responded that two factors influence
the police response time to emergencies: the traffic density on cross streets at the time of
the incident and the location of an officer when the call is received. With the closure of
6th Avenue, traffic will increase on other roadways. However, the percentage of
increased traffic on any other route due to the closure is small and would not influence
the police response time. To estimate the effect of closure in regards to the location of an
officer when a call is received, we determined the affected areas within Hopkins where
an officer would likely use 6th Avenue to reach the neighborhoods to the south. From
this, we determined that ifan officer started from some location within 65 percent of the
area of the City, the officer would not likely use 6th Avenue in travelling to the
neighborhoods because it would not be the shortest route. An officer would be inclined
to use 6th Avenue if starting from a location in the remaining 35 percent of the City.
Thus, the closure of 6th Avenue would affect the response time for only about Ih of the
police calls to the neighborhoods. Our next step was to estimate the increase in response
time for this approximate 1/3 portion of the police calls. In this situation, we determined
that the worst case is that a police vehicle would require about 50 additional seconds to
respond to a call in the neighborhoods. Given that only about 1/3 ofthe police calls
would experience any increase in response time and that the maximum increase would be
50 seconds, it is our judgement that the closure of 6th Avenue would not cause significant
negative effects for police service to the neighborhoods.
CONVENIENCE OF ACCESS FOR NEIGHBORHOODS
If 6th Avenue remains open with the warehouse expansion, no travel routes will change,
and the access for residents will remain the same. If 6th Avenue is closed, a route to the
north will be closed forcing residents to the west on 11th Avenue or east on 20d Avenue.
As for police vehicles, we would expect that the maximum increase in travel time for
residents if 6th Avenue were closed would be 50 seconds. We would not expect this
increase in travel time to cause a serious inconvenience for residents in the
neighborhoods.
City of Hopkins
-29-
Traffic Study for SuperValu Warehouse Expansion
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PEDESTRIANIBICYCLE ACCESS FOR THE NEIGHBORHOOD
In Figure 9, the existing sidewalks and trails in this area were shown. Two items of note
are the existing sidewalk on 6th Avenue between 3rd Street and 5th Street and the absence
of a continuous trail/sidewalk on 5th/6th Street between 2nd Avenue and 11th Avenue. To
improve this situation, a continuous 10 foot wide trail should be provided around the
SuperValu areas. On 5th/6th Street, the existing trail on the south side of the street would
be extended through to 11th Avenue. At 11th Avenue, the trail would continue to the
north, on the east side of the street, to connect with the existing trail north of the railroad
bridge. Finally, the trail to the east, which currently ends at the intersection of 2nd
Avenue and 3rd Street, would be connected to the existing regional trail on the south side
of Excelsior Boulevard. A trail could either be constructed north of the 3rd Street/2nd
Avenue intersection, within the Trunk Highway 169 right-of-way, or a trail could replace
the existing sidewalk on the north side of3rd Street and west side of 5th Avenue. The
proposed sidewalk and trail system, with the two options for the eastern connection to the
regional trail, is shown with the existing trails and sidewalks in Figure 14. It is important
to note that the existing sidewalk along 6th Avenue between 3rd and 5th Street would be
removed if 6th Avenue were closed.
In conjunction with the warehouse expansion, there are three possible outcomes in
regards to the pedestrianlbicycle access and the candidate improvements described above:
a) 6th Avenue remains open and no improvements are made to the existing
sidewalk/trail system.
b) 6th Avenue remains open and the improvements described above are
implemented.
c) 6th Avenue is closed and the improvements describes above are implemented.
From a purely pedestrian/bicycle point of view, the ideal situation is option b), where the
candidate improvements are made and the sidewalk connection along 6th Avenue
remains. Option c) is also beneficial to the neighborhood due to the completion of the
trail system. Option a) is not recommended due to the existing deficiencies and the lack
of any improvements.
City of Hopkins
~30-
Traffic Study for SuperValu Warehouse Expansion
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Notes: Under option A, a sidewalk would
be provided on the north side of 3rd Street
west of 2nd Avenue and on the east side
o~ 5th Avenue. Under Option B, this
Sidewalk would be replaced with a trail.
. . . . TRAIL
- SIDEWALK
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APPROXIMATE SCALE
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CITY OF HOPKINS
TRAFFIC STUDY FOR
SUPERVALU
PERISHABLES
WAREHOUSE
EXPANSION
FIGURE 14
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\Xi BENSHOOF & ASSOCIATES, INC.
V TRANSPORTATION ENGINEERS AND PLANNERS
PROPOSED SIDEWALK
AND TRAIL SYSTEM
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TRAFFIC VOLUMES AND SPEED IMPACTS ON 5th STREET FOR NEARBY
HOMES
As mentioned in the previous paragraphs, the 5th/6th Street roadway should include a
continuous bicycle/pedestrian trail on the south side. In addition to these items, we
further examined the condition of the roadway, as well as the existing volumes and
speeds. 5th Street to the east of 5th Avenue was reconstructed during the previous
SuperValu expansion. It provides two continuous 16 foot drive lanes with an eight foot
parking lane on the south side adjacent to the park. As mentioned, a ten foot trail is also
provided from 2nd Avenue to 6th Avenue. West of 6th Avenue, 5th/6th Street has a varying
width of 3 8 to 44 feet and does not provide a trail. In addition, at the intersection with
10th Avenue, the north leg enters the intersection at an angle, an undesirable situation.
The existing conditions of 5ili/6th. Street, west of 5th Avenue, are shown in Figure 15.
With its designation as a collector route and as a truck route, 5th Street presently is a
major route for automobile and truck traffic. Nearby residents have described serious
problems in terms of vehicles driving onto the residential properties, as well as high and
unsafe traffic speeds.
If 6th Avenue remains open, the warehouse expansion would only slightly increase the
existing total vehicle volume and truck volume on 5th Street due to the few additional
employee vehicles and truck deliveries that may use this route. If 6th Avenue were
closed, the existing total vehicle volume on 5th Street would also slightly increase, while
the existing truck volume would decrease. As discussed earlier, closing 6th Avenue
would reduce truck traffic volume to the few trucks that service the Westside Business
Park. The total vehicle volume would increase due to the rerouting of vehicles from 6th
Avenue to either 11th Avenue or 2nd Avenue. In either case, the amount of total vehicle
volume increase would not be noticeable.
In either scenario, with or without 6th Avenue open, the roadway should be reconstructed
to a continuous width to match 5th Street east of 6th Avenue. By maintaining the current
position of the north curb and providing a continuous 32 foot width of road, the ten foot
trail could easily be placed within the right-of- way on the south side. In addition, studies
have shown that a smaller roadway width reduces driving speeds, as motorists feel more
constrained. The proposed plan for the full length of 5th/6th. Street between 11 th Avenue
and 5th Avenue is shown in Figure 16.
As shown in Figure 16, 5th/6th Street would taper to 40 feet in width on the approach to
11th Avenue to allow for two westbound lanes and one eastbound lane at the intersection.
This figure does not include options for the lOth Avenue and 6th Street intersection. This
intersection is discussed in the next section. One item shown in this figure is the
recommended change in traffic control at the intersection of 5th Street and 6th Avenue.
With the closure of 6th Avenue north of this intersection, we would recommend that the
stop signs on 5th Street be removed, with the intersection being controlled by a stop sign
on northbound 6th Avenue. The proposed pedestrianlbicycle trail on the south side of the
5th/6th Street is also shown in this figure.
City of Hopkins
-32-
Traffic Study for SuperValu Warehouse Expansion
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FIGURE 15
EXISTING CONDITIONS
ON 5th/6th STREET
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~..: 1t::i:J 1 Lt
TRAFFIC STUDY FOR
SUPERVALU
PERISHABLES
WAREHOUSE
EXPANSION
CITY OF HOPKINS
W BENSHOOF & ASSOCIATES, INC.
TRANSPORTATION ENGINEERS AND PLANNERS
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FIGURE 16
ONDITIONS
~:~~~~~~ ~TREET
TUDY FOR
TRA~~~RVALU
PERISHABLES
WAREHOUSE
EXPANSION
OF HOPKINS
CITY
W BENSHOOF & ASSOCIATES, INC.
NNERS
TRANSPORTATION ENGINEERS AND PLA
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SAFETY AND OTHER TRAFFIC IMPACTS AT THE 6TH STREET/10TH AVENUE
INTERSECTION
As previously mentioned, the existing intersection of 5th Street, 6th Street, and 10th
Avenue causes difficulties. The large intersection area and the flat angle of 5th Street
curving to the northeast create confusion for motorists and greater accident potential.
Nearby residents have described serious problems in terms of vehicles driving onto the
residential properties, high and unsafe traffic speeds, and motorists using 10th Avenue as
a "short-cut." The problems identified with this intersection will remain whether 6th
Avenue remains open or is closed. In order to provide a basis to identify and evaluate
candidate solutions, it is important to establish a set of objectives for the intersection.
Based on input from City staff and concerned residents, the following objectives have
been established:
a) Provide a high level of safety for motorists, pedestrians, and bicyclists.
b) Maintain effective access for the residential neighborhood.
c) Substantially reduce through traffic using neighborhood streets.
d) Minimize additional right-of-way acquisition and associated impacts on nearby
residences and businesses.
Considering the objectives and suggestions from Ci~ staff and interested residents, four
alternatives have been developed for the 5th Street/6 Street/10th Avenue intersection
area. These four alternatives are shown in Figure 17. In addition to these alternatives,
another option identified by a resident would involve retaining the existing 10th Avenue
intersection with 6th Street and relocating the existing east leg of 6th Street to the northeast
to create a second intersection. We do not recommend further consideration of this
option for the following reasons:
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Considering that 5th/6th Street is a collector route, the approximate 140 feet
centerline spacing between these intersections is too close and would result in an
undesirable level of traffic conflicts.
This option would not significantly reduce the negative imuracts presently being
experienced on 10th Avenue due to westbound traffic on 5 /6th Street.
.
City of Hopkins
.35-
Traffic Study for SuperValu Warehouse Expansion
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I CITY OF HOPKINS TRAFFIC STUDY FOR FIGURE 17 (2 of 2)
SUPERVALU
PERISHABLES OPTIONS FOR THE
I 5th/6th STREET
W BENSHOOF & ASSOCIATES, INC. WAREHOUSE INTERSECTION WITH
TRANSPORTATlOHENGINEERSAND PLANNERS EXPANSION 10th AVENUE
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It is important to note that a substantial reduction in through traffic using the residential
streets will be achieved under all alternatives shown in Figure 17 if 6th Avenue is closed
north of 5th Street. A brief description of each alternative is provided next, together with
comments on its principal advantages and disadvantages relative to the objectives.
. Option A ~ Connect loth Avenue from south with rJh Street to east and
disconnect these streets from rJh Street to west and 5th Street to north. The
idea behind this option is to achieve a complete physical separation between
the neighborhood streets to the south and east from the 5th Street/6th Street
collector route to the west and northeast. Through this complete separation,
this option would provide a high level of safety for motorists, pedestrians, and
bicyclists. The complete separation also would further reduce the potential for
through traffic to use 10th Avenue and 6th Street east to 10th Avenue. A
disadvantage caused by the separation is that neighbors to the east would no
longer be able to use 6th Street to gain direct access to 11th Avenue. Several
neighbors have raised this objection. Though this is a valid point, it is
imEortant to note that motorists who now use 6th Street to travel to or from
11 Avenue would have to travel only one to two blocks out of their way to
either 5th Street or 7th Street. Another disadvantage of this option is that it
would require acquisition ofa triangular area of right-of-way from the
residential property in the southeast corner of lOth Avenue and 6th Street.
. Option B - Close loth A venue and maintain a connection with 6th Street to the
east. This option would create a cul-de-sac or 'hammerhead' turnaround on
1 Oth Avenue and would create a standard T intersection between the 5th
Street/6th Street collector route and 6th Street to the east. This option would
provide a high level of safety, thou~h not quite as high as Option A By
eliminating the connection with lOt Avenue, this option would reduce
through traffic impacts in a manner similar to Option A. This alternative
maintains a direct connection between 11th Avenue and 6th Street to the east.
If 10th Avenue were closed using a cul-de-sac, one or two residential
properties would have to be acquired. Ifa 'hammerhead' turnaround were
constructed, no additional right-of-way would be required along 10th Avenue.
This alternative would require purchase of right-of-way from the southwest
comer of the Westside Business Park, a portion of their landscaped area. No
parking spaces or drive aisles on that site would be impacted.
. Option C ~ Realign the 5th/6th Street collector route to the north and combine
loth Avenue and rJh Street into a single intersection with the collector route.
The effects of this alternative relative to the objectives are practically the same
as Option B, except for the right-of-way implications. Instead of acquiring
any residential property or property from the Westside Business Park, this
option would require acquisition of some property from SuperValu and would
require the complete purchase of two businesses on the north side of 6th Street
west of 1 Oth Avenue.
City of Hopkins
-38-
Traffic Study for SuperValu Warehouse Expansion
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o,ftion D - Traffic layout similar to Option C with a slight realignment afthe
51 16th Street collector route to the north. The premise behind this alternative
is to achieve the functional outcomes of Option C, without having to acquire
the two businesses on the north side of 6th Street. The concept is to
reconstruct the 5lh6th Street collector route with the north curb line within one
foot of the north right-of-way line. The results relative to the objectives are
quite similar to Option C, with two principal differences. One difference is
that the quality of traffic performance and safety would not be quite as high
because the lOth Avenue connection with 6th Street is closer to the 5th/6th Street
collector route. From a right-of-way standpoint, this option does not require
purchase of the two businesses on the north side of 6th Street, but does require
acquisition of triangular areas from the Westside Business Park and from the
residential property in the southeast comer of the lOth Avenue/6th Street
intersection.
From a traffic engineering perspective, all four alternatives shown in Figure 17 provide
major improvements in traffic safety and in reducing through traffic impacts on
neighborhood streets. The principal effects of the alternatives shown in Figure 17
regarding the volumes on neighborhood streets are as follows:
. Most of the through traffic now using lOth Avenue would not use any residential
streets in this area if the improvements to 11th Avenue are implemented and if 6th
Avenue is closed.
. The volume on 10th Avenue would decrease under either Option A or Option B.
. Under Option A, the volume on 7th Street would increase and the volume on 6th
Street would decrease as neighborhood traffic shifts to new routes to and from
11th Avenue. The increase in traffic on 7th Street would not be great enough to
change the character of the roadway from a residential street.
. The volumes on other residential streets in the area are expected to be almost the
same under the four alternatives.
Th1P ACTS ON 5TH AVENUE AT EXCELSIOR BOULEVARD AND 3RD STREET
The intersection of 5th Avenue and Excelsior Boulevard was analyzed to determine the
effect of the warehouse expansion and the possible 6th Avenue closure on traffic
operations. Table 4 shows the level of service results during both peak hours and under
the existing and both 2005 post-development conditions. Similar to the previous table,
the average level of service for the entire intersection, encompassing all approaches, is
shown as well as the worst individual movement, such as a left turn movement.
City of Hopkins
-39-
Traffic Study for SuperValu Warehouse Expansion
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TABLE 4
EXISTING AND 2005 POST-DEVELOPMENT LEVEL OF SERVICE RESULTS
FOR THE INTERSECTION OF EXCELSIOR BOULEVARD AND 5TH AVENUE
AM Peak Hour PM Peak Hour
Worst Individual Intersection Worst Individual Intersection
Scenario Movement Average Movement Average
Existing C C D C
2005 Post-Dev - 6Ul Ave Open C C D C
2005 Post-Dev - 6111 Ave Closed C C D C
As shown in the Table 4, the intersection of Excelsior Boulevard and 5th Avenue will be
able to accommodate the additional volumes associated with the Supervalu warehouse
expansion whether 6th Avenue remains open or is closed. In addition to examining the
level of service, we also examined the westbound to southbound left turn queues. The
left turn queues were examined during a weekday a.m. peak hour and a weekday
afternoon hour. These two hours correspond to two high periods of truck turns. During
these observations, the queue exceeded the available left turn lane, blocking the through
lane, several times. It was noted that the turn lane was only exceeded when there were
two or more semi-trucks performing the westbound to southbound turn. If 6th Avenue
remains open, the volume of westbound to southbound left turns may increase slightly
due to additional SuperValu trucks, further increasing the likelihood of the available left
turn lane being exceeded. If 6th Avenue is closed, there will be a decrease in automobiles
making the westbound left turn with the SuperValu warehouse expansion. However, the
number will semi-trucks may increase with an available internal route from the
SuperValu main facilities to the perishable warehouse. Since either option could increase
the amount of westbound trucks turning left and the probability of the left turn lane being
exceeded, the turn lane should be extended to allow for more vehicles to queue. Figure
18 shows the existing and proposed westbound left turn lane for the intersection of
Excelsior Boulevard and 5th Avenue. As shown, the turn lane should be extended about
125 additional feet.
At the intersection of 5th Avenue and 3rd Street, no changes will be needed if 6th Avenue
remains open. Truck traffic will slightly increase at this intersection between the north
on 5th Avenue and the west on 6th Avenue, as well as between the east on 3rd Street and
the west on 6th Avenue. The existing geometries with the current all-way stop control are
expected to provide sufficient capacity for this expected truck volume increase. If 6th
Avenue is closed in conjunction with the warehouse expansion, the intersection of 5th
Avenue and 3rd Street will change from a four to the three legged intersection. Without
the presence of the fourth leg, and due the limited use of the south leg, the current all-way
stop condition will not be needed. Instead, the southbound and westbound directions
should be able to continue without stopping. Figure 19 shows the existing and proposed
conditions for this intersection. It is important to note the presence of warning signs
noting the sharp curve and recommended speed for southbound and westbound vehicles.
City afHapkins
-40-
Traffic Study faf SuperValu Warehouse Expansion
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CITY OF HOPKINS
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TRAFFIC STUDY FOR
SUPERVALU
PERISHABLES
WAREHOUSE
EXPANSION
FIGURE 18
PROPOSED LENGTHENING
OF WESTBOUND LEFT TURN
LANE ON EXCELSIOR BLVD
AT 5th AVENUE
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EXISTING CONDITIONS
PROPOSED CONDITIONS
IF 6TH AVENUE IS CLOSED
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TRAFFIC STUDY FOR
SUPERVALU
PERISHABLES
WAREHOUSE
EXPANSION
FIGURE 19
RECOMMENDATIONS FOR
5th AVENUEl3rd STREET
INTERSECTION IF 6th
AVENUE IS CLOSED
CITY OF HOPKINS
\Xi BENSHOOF & ASSOCIATES, INC.
V TRANSPORTATION ENGINEERS AND PLANNERS
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IMPACTS ON 3RD STREET, WASHINGTON AVENUE, AND MILWAUKEE
STREET
If dh Avenue remains open, the volumes on these roads will stay consistent with existing
volumes. If 6th Avenue is closed, a portion of vehicles will use this alternative route.
The increase in volume is not expected to present any problems to these roadways.
The Milwaukee Street and Excelsior Boulevard intersection is scheduled for
improvement in the next two years. The new intersection will allow westbound left and
eastbound right turns onto Milwaukee Street. It is expected that the new intersection will
effectively handle traffic whether 6th Avenue is open or closed.
The intersection of3rd Street and Washington Avenue has two-way stop sign control on
3rd Street. Due to the bridge piers for TH 169, visibility for eastbound motorists stopped
on 3rd Street is limited to the south. We would recommend providing all-way stop
control at this intersection due to the limited sight distance. The stop sign for the south
leg on Washington Avenue should be placed south of Spruce Road to create a slightly
disjointed four-way stop on Washington Avenue with 3rd Street and Spruce Road.
Though this traffic control change would provide safety benefits whether 6th Avenue is
open or closed, the all-way stop control is more important if 6th Avenue is closed because
traffic volumes through the intersection would increase.
Finally, a street sign needs to be placed at the 3rd StreeU2nd Avenue intersection to
identify these two streets.
City of Hopkins
.43~
Traffic Study for SuperVaJu Warehouse Expansion
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CONCLUSIONS AND RECOMMENDATIONS
Based upon the analyses presented in this report, the following conclusions and
recommendations have been developed regarding impacts of the proposed expansion of
the SuperValu perishable warehouse expansion and possible closure of 6th Avenue
between 3rd Street and 5th Street in the City of Hopkins:
. The proposed perishable warehouse expansion, expected to be completed in 2005,
would include about an additional 21 warehouse employees and 44 trucks during
an average weekday. The total increase in daily trip generation would be about
152 trip ends. During the a.m. peak hour, an additional five trucks and two other
vehicles are expected to be inbound to the perishable warehouse and five trucks
and two other vehicles are expected to be outbound from the perishable
warehouse. During the p.m. peak hour, one truck and two other vehicles are
expected to be inbound and one truck and two vehicles are expected to be
outbound to/from the perishables warehouse.
. From our examination of the surrounding roadways, the following improvements
should be imElemented in conjunction with the warehouse expansion regardless
of whether 6 Avenue remains open or is closed:
- The westbound to southbound left turn lane at the intersection of Excelsior
Boulevard and 5th Avenue should be extended by about 125 feet (the
maximum available space) to allow for additional vehicles queuing.
A continuous 10 foot wide trail should be provided around the SuperValu
areas. On 5th/6th Street, the existing trail on the south side of the street would
be extended west to 11th Avenue. At 11th Avenue, the trail would continue to
the north, on the east side ofthe street, to connect with the existing trail north
of the railroad bridge. Finally, the trail to the east, which currently ends at the
intersection of 2nd Avenue and 3rd Street, would be connected to the existing
regional trail on the south side of Excelsior Boulevard. A trail could either be
constructed north of the 3rd Street/2nd Avenue intersection, within the Trunk
Highway 169 right-of-way, or a trail could r~lace the existing sidewalk on
the north side of 3 rd Street and west side of 5 Avenue.
5th/6th Street should be reconstructed between 6th Avenue and 11th Avenue to a
continuous 32 foot width, matching the width east of 6th Avenue. This would
provide room for the trail on south side, mentioned above. Finally, the road
should taper to 40 feet to allow for three lanes at the intersection with 11 th
Avenue, two westbound lanes and one eastbound lane.
The current four-legged intersection of 10th Avenue with 5th/6th Street should
be reconstructed by one of four options. Strong interest has been expressed by
nearby neighbors regarding the needs to reconstruct this intersection and
regarding objectives that should be accomplished. All four options effectively
improve safety and reduce through traffic impacts on neighborhood streets.
City staff and the City Council should choose the alternative that, in their
judgment, best meets the applicable objectives.
City of Hopkins
-44-
Traffic Study for SuperValu Warehouse Expansion
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11 th Avenue should be re-striped 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 ofthe 11th Avenuel7th Street intersection. Parking would need to
be restricted on both sides of 11th Avenue through this segment. This would
alleviate the congestion at the intersections with 6th Street and 7th Street.
- All-way stop control should be provided at the intersection of3rd Street and
Washington Avenue due to the limited sight distance. The stop sign for the
south leg on Washington Avenue should be placed south of Spruce Road to
create a slightly disjointed four-way stop on Washington Avenue with 3rd
Street and Spruce Road.
. Regarding the potential closure of 6th Avenue north of 5th Street, we have
determined that such closure would provide major benefits for the neighborhood
in terms of reduced non-residential through traffic and reduced truck traffic on
5th/6th Street west of 6th Avenue. The closure of this street would cause the
following disadvantages:
Slight increase in response time for some police calls
Slight reduction in the convenience of access to and from the neighborhoods
for residents
Slight reduction in accessibility to and from the north for pedestrians and
bicyclists
On an overall basis, it is our judgement that the traffic benefits to the
neighborhoods of closing 6th Avenue outweigh the disadvanta~es. For this
reason, we would support the closure of 6th Avenue north of 5 Street.
. To further reduce the amount of non-residential through traffic on local streets in
the Park Valley and Peaceful Valley neighborhoods, we would recommend the
following actions:
a) Coordinate with staff from the Minnesota Department of Transportation
(11nIDOT), Minnetonka, and Edina to seek an increase in the metering rate for
the northbound TH 169 entrance ramp at Bren Road. The current restrictive
metering rate is the principal reason motorists seek alternate routes causing
negative impacts to Edina and Hopkins residential streets.
b) Conduct detailed analyses of closing 9th Avenue north ofWestbrooke Way or
creating a one-way southbound for a short distance on 9th Avenue. Either of
these options prevents use of 9th Avenue for northbound non-residential
through traffic, the principal problem.
c) If 9th Avenue is closed or designated one-way southbound north of
Westbrooke Way, we would recommend additional analyses of the multiple
all-way stop controlled intersections in the neighborhoods. It is likely that
most, ifnot aU, of these intersections do not meet warrants for aU-way stop
control and should be replaced 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.
City of Hopkins
-45-
Traffic Study for SuperValu Warehouse Expansion