The URL can be used to link to this page

CR 98-14 Draft Traffic Plan-Supervalu Redevelopment ProjectJanuary 21, 1998 0 H ` a K DRAFT TRAFFIC PLAN-- SUPERVALU REDEVELOPMENT PROJECT Council Report 98 -014 - Proposed Action Staff recommends adoption of the following motion: Accept the draft report entitled "Traffic Study for SuperValu Expansion In Hopkins," as prepared by Benshoof & Associates, dated December 1997, and the Traffic Analysis Summary, dated 12/29/97, subject to staff conditions as detailed in Council Report 98 -014: The Zoning & Planning Commission approved this item at a special meeting on January 8. The staff recommendation as detailed above has some minor modifications from what was approved by the Commission. These changes reflect recommendations by the Park Valley neighborhood association. Overview In facilitating SuperValu's potential redevelopment of the Hennepin County Public Works property, the City contracted with Benshoof & Associates to analyze the traffic impacts and provide recommendations how they might be addressed. This firm has now completed a traffic study, which has previously been presented to the Council. Prior to preparing this document, both SuperValu and Benshoof met with the East End and Park Valley neighborhoods to secure their input. Based upon concerns expressed about the impact of the project on Fifth Street, four different alternatives were reviewed by Benshoof & Associates (they are detailed as Alternatives A -D on the enclosed summary report, dated 12/29/97). At the present time, staff is asking the Council to approve the traffic report as prepared by Benshoof & Associates with certain modifications based on input received from the Park Valley neighborhood. SuperValu is anxious to secure approval of a traffic plan in order to prepare a site plan and project budget that incorporate this "acceptable" roadway design. Primary Issues to Consider • What are the specifics of the recommendation? • What is being recommended for Fifth Street? • What is proposed for Buffer Park? • What notification has been provided for this meeting? • Other issues. • What are the staff conditions? Supporting Documents • Update to "East End" neighborhood from City staff dated 1/30/98 • Notice of meeting to Park Valley neighborhood • Traffic Analysis Summary dated 12/29/97 • Draft traffic report dated December 1997, Benshoof & Associates • Letter from Park Valley Association dated 1/26/98 • Minutes of the Z & P meeting 1/8/98 P// Jame t Kerrigan Planning/Economic Development Director Council Report 98 -014, January 21, 1998 - Page 2 Primary Issues to Consider • What are the specifics of the recommendation? The first phase of roadway improvements would include the following: Vacation of the following streets: • Sixth Avenue and Railroad Boulevard between Fifth Street and Third Street • Third Street between Railroad Boulevard and the new west frontage road Construction of the following new streets: • Milwaukee Street from Fifth Avenue to Washington Avenue • West frontage road from Second Avenue to Milwaukee Street extension • Reconstruction of Fifth Street from west of Seventh Avenue to Second Avenue The concept plan for roadway improvements as detailed for the reconstruction of Milwaukee Street east of Washington Avenue, the extension of Jackson Avenue north of Excelsior Boulevard, and the consolidation of access to Excelsior Boulevard at Jackson Avenue to be undertaken at a future date as determined necessary and appropriate. Staff has spoken with a couple of concerned residents regarding future improvements to the Monroe /Jackson/Milwaukee and Excelsior Boulevard intersections and informed them of the following: • There has been no final design approved for the road work in this area • There will be a public meeting in order to secure public input prior to moving forward with any work in this area • The only improvements that will be undertaken in this area are what has been previously approved by the City Council on May 20, 1997 What is being recommended for Fifth Street? The majority of the discussion at the two neighborhood meetings concerned the impacts of the project on Fifth Street and how they would be addressed. The analysis completed by Benshoof & Associates determined that there would be limited traffic volume increases anticipated to be generated by the project and the roadway changes on Fifth Street South. As a result, their recommendation in the December draft report is to undertake certain improvements to the existing Fifth Street that will adequately accommodate the project traffic volume and address concerns raised by residents (see Page 41 of report). At the neighborhood meetings, however, some residents of Park Valley expressed disagreement with this recommendation and suggested an alternative, which would involve the following: • Cul -de -sac the existing Fifth Street at Buffer Park so that it serves only the immediate Park Valley neighborhood • Construct a new Fifth Street directly north of existing Fifth Avenue to serve through - traffic in this area Council Report 98 -014, January 21, 1998 - Page 3 As detailed in the attached summary report, there are a number of concerns that have been identified concerning the dual Fifth Street alternative (see Alternative C, Traffic Analysis Summary). As a compromise between what was identified in the December draft traffic report by Benshoof & Associates and the dual Fifth Street alternative advocated by some of the Park Valley residents, staff is recommending a roadway improvement project, which is identified in the Traffic Analysis Summary as Alternative D. This would involve rebuilding Fifth Street approximately 25 feet north of its existing alignment. This would provide for a substantially increased buffer between the adjacent residential properties and the roadway. As detailed on the cross section of this alternative, SuperValu proposes to undertake berming and fencing on the north of the roadway to provide additional screening. The specifics of this screening and landscaping would need to be done in accordance with the design standards which will be prepared for this project, which would be reviewed and approved as part of the Conditional Use Permit process. The Park Valley neighborhood association did meet on January 19 to discuss the Fifth Street improvement. At that meeting they approved the single roadway alternative (80' right -of -way). In a letter from the association dated 1/26/98, they are requesting this roadway to be constructed in accordance with what is identified on a cross section prepared by Planmark (dated 1/12/98) as Section D, Alternative B. Staff, as part of its is recommendation, is proposing all of the improvements the Park Valley Association has proposed for the south side of Fifth Street, except for the following, which staff feels need further study to determine the overall need and feasibility: • Connect trail system to the existing system next to Knox • Place three -way stop sign on Fifth Street at Second, Fifth, Sixth, and Seventh If the above are determined to be necessary and feasible, they could be incorporated into the final design phase. What is proposed for Buffer Park? At the Z & P meeting on January 8, a few residents from Park Valley questioned the need for continuing to maintain Buffer Park for recreational purposes; however, in further discussions it would seem that the majority of residents in this area want to maintain this use. From the City staff perspective, nothing has been discussed on proposals to change the park use of this site. What notification has been provided for this meeting? The majority of the first phase of roadway improvements would be located west of Highway 169 and south of Excelsior Boulevard and, therefore, most directly impact the Park Valley neighborhood. As a result, all residents in this area received a notice of the February 3, 1998, City Council meeting. Also in response to the discussion at the January 13 work session, staff has provided an update to the residents of the "East End" neighborhood on both the project and the reconstruction of Excelsior Boulevard. Council Report 98 -014, January 21, 1998 - Page 4 • Other issues. As part of its recommendation, staff is also proposing additional traffic restrictions adjacent to the proposed SuperValu redevelopment project. With the vacation of Third Street and Sixth Avenue, there will be a problem in routing trucks to this area. Benshoof recommended two alternatives (see page 49 of the draft traffic report) Staff is recommending the alternative of extending truck restrictions west on Fifth Street and Sixth Street to 1 lth Avenue and north from Second Avenue on the new frontage road to Third Street. What are the staff conditions? Alternatives Improvement to the intersection of Milwaukee Avenue, Jackson Avenue, Monroe Avenue, and Excelsior Boulevard to be completed at a future date as determined necessary and appropriate Reconstruction of Fifth Street from west of Seventh Avenue to Second Avenue to be done in accordance with Alternative D in the Traffic Analysis Summary dated 12/29/97, with the design to be completed in accordance with the section drawing prepared by Planmark (dated 1/12/98) entitled "Section D, Alternative B," including the following: Construction of a solid screening wall made of wood on the north side of Fifth Street South with shrubbery and berming to be installed next to the wall. A sidewalk/trail constructed on the south side of Fifth Street. The City of Hopkins will maintain the sidewalk/trail. • No truck traffic on Fifth Street and Second Avenue. • Create a parking bay at Buffer Park. • Construct a berm on Fifth Street without connecting it to the berm on Second Avenue. This berm should be located on the edges of Buffer Park so that the park is easily visible from Fifth Street. Extend current truck restrictions west on Fifth and Sixth Streets to 1 lth Avenue and north on the new frontage road west of Highway 169 to Third Street, except for trucks serving immediate existing businesses The City Council has the following alternatives regarding this matter: 1. Approve the action as recommended by staff. 2. Approve a revised recommendation. 3. Continue for additional information. As detailed previously, there needs to be an agreed -upon traffic plan in place before SuperValu can proceed with a number of required tasks. 9fopkins Public Works Department 11100 Excelsior 'Blvd. • c lopkins, c.KN55343 -3435 • 'Phone: 612- 939 -1382 •,Tax: 612- 939 -1381 January 30, 1998 Subject: Excelsior Boulevard, Phase II, Improvement Project Update Dear Resident or Business Owner: The purpose of this letter is to update you on the current status of the Excelsior Boulevard Improvements, Phase II project. This joint City of Hopkins and Hennepin County project involves the realignment and reconstruction of Excelsior Boulevard from Highway 169 to Blake Road. The purpose of the project is to improve vehicle and pedestrian safety and enhance the appearance of this major roadway. As background, on May 20, 1997; Hopkins City Council approved the following: • A south shift in the roadway to allow for a 100 foot right -of -way. The commercial properties on the south side of the road would be purchased, the buildings would be demolished and the land would be converted to a landscaped buffer area. • The Milwaukee Street and St. Louis Street connections to Excelsior Boulevard would remain as -is but with some safety enhancements, i.e., additional raised center median and left turn lanes on Excelsior Boulevard. • The Jackson Avenue and Monroe Avenue intersections with Excelsior Boulevard would remain as -is. These design decisions are shown on the attached maps The City Council made these decisions after careful consideration of East End business and neighborhood concerns, transportation and commercial development needs as detailed in the 1995 County "Road 3 Corridor Study, and City and County staff input c/!n Equal Opportunity Employer The City of Hopkins and SuperValu have been discussing the potential redevelopment of the Hennepin County Public Works site (west of Hwy 169) by SuperValu. A traffic analysis of SuperValu's proposal indicated the need for changes to Milwaukee Street west of Hwy 169 but no need to change the current design of Milwaukee Street as it intersects with Excelsior Boulevard. Presently, Hennepin County is putting together a preliminary engineering design based on the City- approved roadway concept. When the County completes this work, the Hopkins City Council must then approve the plan before the project can proceed. Hennepin County is planning to contact the owners of properties that would need to be acquired in August - September, 1998. Based on the approved design concept, the properties involved are the commercial properties and two multi - family residential properties on the south side of Excelsior Boulevard between Monroe Avenue and Tyler Avenue. Hennepin County projects that all property acquisition and building demolition will be completed by March, 1999. Construction would begin shortly thereafter. Although schedules can change during a complex roadway project such as this, both the City and County expect to begin construction in 1999. The next City of Hopkins action will be consideration and approval of the preliminary design and layout. You will be notified in advance of this City Council meeting. If you have any questions, please call me at 939 -1382. enc. Sincerely, Steven J. Stadler Public Works Director 1 --kJ . C/ i r:O D 1. O—I ---- • m 3 X 3 n m -( co Cn i � H O O 3,0 rn V I D O = C r NM O < - D CD it I , • • CSAi -/ Zo I I � t it S( 1, 1 jh Ili JI 11 . I I� I, 11 I' 6 I 1' • cn m ;1 'I 1, 1' 0 '. 0'1 LC/ 0 0 N 1 T � ,, S 0 0 C, i �ri✓ - w -'- - -- 0 0 0 0 1 I' 11 I; I; It ' 1' It 11 � � ` •. I II „ -U RIC CANS E - ----- 1G 55m LT. TURN t a. a r _ to i.J / ~ i I 'I r • LAMEt rn ti 61 You're Invited What: Hopkins City Council discussion and possible action on roadway improvement plan for proposed SuperValu redevelopment project. When: Hopkins City Council meeting 7:30 p.m. Tuesday, Feb. 3 Where: Council Chambers Hopkins City Hall 1010 1st St. S. Discussion: Roadway improvement plan alternatives and recommendations for proposed SuperValu redevelopment project on the Hennepin County Public Works site in south Hopkins. Specifics: Hopkins City Council members will be considering the following possible improvement alternatives: • Move 5th Street South approximately 29 feet north of its existing location, from west of 7th Avenue South to 2nd Avenue South. In the roadway improvement plan, this is referred to as Alternative D. • Place truck restrictions on 5th Street South and 6th Street South to 11th Avenue North on the new proposed frontage road west of Highway 169 to 3rd Street South. These restrictions would not apply to trucks serving existing businesses in the area. • In the future, following additional neighborhood input, consider improvements to the intersection of Milwaukee Avenue, Jackson Avenue and Excelsior Boulevard. Background: The roadway improvement plan, which was prepared by Benshoof & Associates, was considered at the following meetings: • Special Zoning & Planning Commission meeting, Thursday, Jan. 8, with commissioners forwarding their recommendations, which are outlined above, to the Hopkins City Council for consideration. • City Council work session, Tuesday, Jan. 13, with Council members expressing their support for the above single -road 5th Street South improvement. If this alternative is approved Feb. 3, Council members may defer the approval on specific design elements, including street location, landscaping and berm, to a future date in order to adequately obtain input from the neighborhood residents. Questions: Jim Kerrigan, 939 -1355 Hopkins Planning & Economic Development Director Steve Stadler, 939 -1338 Hopkins Public Works Director TRAFFIC ANALYSIS SUMMARY FOR THE SUPERVALU REDEVELOPMENT PROJECT Supervalu plans to build a new facility on the current Hennepin County Public Works site. Several roadway changes, primarily west of Highway 169, will result from redevelopment. RECOMMENDED FULL DEVELOPMENT ROADWAY SYSTEM d <. w,l e c . 92d 1 . MI SI Tit ,Y ,l�j7: t VACATED STREETS RECONSTRUCTED STREETS NEW STREETS Features of the recommended full development roadway system: — Vacated streets — 6th Avenue and Railroad Boulevard between 5th Street and 3rd Street — 3rd Street between Railroad Boulevard and the new west frontage road — New streets — Milwaukee Street from 5th Avenue to Washington Avenue — West frontage road from 2nd Avenue to Milwaukee Street extension — Reconstructed streets — 5th Street from west of 7th Avenue to 2nd Avenue — Milwaukee Street from Washington Avenue to Excelsior Boulevard All roadway system changes west of Washington Avenue need to be completed in the initial project phase (proposed for late 1998 or early 1999). The reconstruction of Milwaukee Street east of Washington Avenue, the extension of Jackson Avenue north of E _celsior Boulevard, and the consolidation of access to Excelsior Boulevard at Jackson Avenue are not part of the initial phase and will be dore at a later date. 12/29/97 Supervalu plans to build a new facility on the current Hennepin County Public Works site. Several roadway changes, primarily west of Highway 169, will result from redevelopment. RECOMMENDED FULL DEVELOPMENT ROADWAY SYSTEM "-- TRAFFIC ANALYSIS SUMMARY FOR THE SUPERVALU REDEVELOPMENT PROJECT E 2! .:er .... . • , l r 1. 1- .,.. ..; Z. ..., , i i 11 I I :: .. „.s. „ ,....--. 2 .‘,,, : -: ... .44.1 r f : • E : : . -E.S, . . ' ' 40, '. .:1:;1: t [T ''S''' ' ''. ..:: F. .. • ...:='< ----a err s , .., VACATED STREETS c: t:: • .. , ow - IN RECONSTRUCTED STREETS , , • .‘,- . a NEW STREETS ... " — 14 t. n E f E ' E. E : - • . . .. < < ; - 1 • - . -. . . < , Features of the recommended full development roadway system: — Vacated streets — 6th Avenue and Railroad Boulevard between 5th Street and 3rd Street — 3rd Street between Railroad Boulevard and the new west frontage road — New streets — Milwaukee Street from 5th Avenue to Washington Avenue — West frontage road from 2nd Avenue to Milwaukee Street extension — Reconstructed streets — 5th Street from west of 7th Avenue to 2nd Avenue — Milwaukee Street from Washington Avenue to Excelsior Boulevard All roadway system changes west of Washington Avenue need to be completed in the initial project phase (proposed for late 1998 or early 1999). The reconstruction of Milwaukee Street east of Washington Avenue, the extension of Jackson Avenue north of Excelsior Boulevard, and the consolidation of access to Excelsior Boulevard at Jackson Avenue are not part of the initial phase and will be done at a later date. 1 of 8 12/29/97 IMPORTANT ITEMS REGARDING 5TH STREET Concerns Expressed By Residents Regarding Supervalu Project Impacts on 5th Street a) Increased traffic volume past houses and park b) High speed traffic past houses and park. c) Lack of sidewalk on south side of 5th Street to connect neighborhood with Buffer Park and with other areas of the City d) Street width too narrow for parking. Vehicular Traffic Use on 5th Street With Completion of Supervalu Development Project and Roadway Changes Daily Volume By Year Location on 5th Street Existing 2000 2020 West of 6th Avenue 5,600 4,250 4,700 East of 6th Avenue 3,450 4,950 5,450 2 of 8 12/29/97 _f z 4— 0 ( 311.SAY 01/47 alIGAY frilAV { L c Jx Supervalu @t { § 't )w !f 3 k t { / . g ; „, { \) f . cc 7r. CO on • \ z 4— / !as 12/30/97 \ 4 J« / iwmr After careful consideration of the four alternatives considered for 5th Street, City staff will recommend Alternative D to the Planning and .Zoning Commission and the City Council as the design concept for 5th Street Shown below is a plan view of 5th Street Alternative D at mid -block between 6th and 5th Avenues in relation to existing 5th Street. PROPOSED NORTH RIGHT -OF -WAY UNE EXISTING NORTH — - - — — RIGHT -OF -WAY LINE 19h tL EXISTING NORTH CURB EXISTING SOUTH CURB EXISTING AND PROPOSED — - - SOUTH RIGHT -OF -WAY LINE RECOMMENDED PLAN FOR 5 n STREET - - 29 IL 142 R. 1 a) Increased traffic volume past houses and park 30ft w 28 ft. 15 ft. NEAREST HOME PROPOSED NORTH CURB PROPOSED SOUTH CURB PROPOSED SIDEWALK 1 I 0 50' Reasons For Recommending Alternative D Improvements to 5th Street 1) It meets the concerns residents have raised regarding 5th Street Concern of Residents How Alternative D Meets Concern Future volume west of 6th Avenue will be lower than existing volume. Future volume east of 6th Avenue will increase over existing volume, but will be lower than existing volume west of 6th Avenue Traffic effects on homes will be mitigated by 25 foot increase m separation between homes and south curb line. b) High speed traffic past houses and park With recommended shoulder stripes, travel lanes are narrowed to better control traffic speeds c) Lack of sidewalk alone 5th Street Sidewalk constructed on south side of 5th Street dl Street width too narrow for parting Parking bay provides safe parking at Buffer Park 2) The street design meets applicable traffic engineering design standards and is consistent with standard criteria for this type of street. 3) It does not require as much right -of -way as Alternative C (dual 5th Street), yet offers residents considerable buffer area south of 5th Street 4) The cost for constructing Alternative D is less than the cost for constructing Alternative C. 5) With alternative D. the entire length of 5th Street would be eligible for Municipal State Aid (MSA) funding for maintenance. The City would need to bear additional maintenance costs associated with a second parallel 5th Street in Scenario C because the existing 5th Street segment would strictly be a local road and would not be eligible for MSA funding. 6) Alternative D will allow Supenvalu to redevelop the Hennepin County Public Works site in a manner consistent .pith current development goals 5 of 8 12129/97 ......— .....,.. .m NOIIJ11211SN07 210d ION ANVNIW1,321d as .o...,. _. ...,...., „ „„” „m a,' 1 ..,. «.. 0me33rv2u3 ' 3N- 11: a- 71 - 1,1,E �,r17fh fi; _. - J _ �. .-.. ..., ,.., ,. .�.� .... 2 S 41S £Z L DIIS 'NW 'SNINdOH H1f1OS 133N1S 415 m vnb3anS — 09 - 6b 3OV1NO u 1S3M — �� 69L aNnos H18ON 69t Moos Hmos 3AV PaS Inv 41 C I II 3AV 419 3AV 41.1 a o o e a al 0 U : F—' ; wl ce F- _c tn' LANDSCAPE OTHER RECOMMENDATIONS Future Truck Traffic on 5th Street City staff recommend that the current trick prohibition on 5th Street be modified to prevent trapping trucks in the Park Valley neighborhood The modifications proposed would extend current truck prohibitions west on 5th Street and 6th Street to 1 lth Avenue and north on the new west frontage road to 3rd Street. Exceptions would need to be granted for trucks serving the Westside Business Park and businesses alone 2nd Avenue FUTURE ACTIONS Consideration of the draft traffic plan and the staff recommendations for this project will be on the agenda at the Planning and Zoning Commission meeting on January 8, 1998, at 6:30 p.m. The City Council will take action regarding the proposed traffic plan for this project based on the review comments received from the above meeting. No date for this action has vet been established. 7 of 8 12/29/97 TRAFFIC STUDY FOR SUPERVALU EXPANSION IN HOPKINS Prepared for: City of Hopkins Prepared by: Benshoof & Associates, Inc. December, 1997 CONTENTS Page SUMMARY 1 PROJECT DESCRIPTION 3 MEETINGS WITH PROJECT PARTICIPANTS 3 APPROACH TO TRAFFIC ANALYSES 5 EVALUATION CRITERIA 5 EXISTING CONDITIONS 6 Roadway Classifications 6 Transit System 6 Neighborhood Residents' Concerns 6 DATA COLLECTION 8 Origin- Destination Survey 8 Turn Movements 9 Daily Traffic Volume Data 10 Vehicle Speed Data 10 TRIP GENERATION 10 YEAR 2000 AND YEAR 2020 TRAFFIC FORECASTS 14 Description of Roadway Scenario A 15 Description of Roadway Scenario B 15 ANALYSES 27 Recommended Roadway Scenario 33 CHARACTERISTICS AND RECOMMENDATIONS FOR 11th AVENUE 34 PEDESTRIAN AND BICYCLE SYSTEM 37 CHARACTERISTICS AND RECOMMENDATIONS FOR 5th STREET 39 Recommended Plan For 5th Street 41 Alternative Plan For 5th Street 44 5th Street Truck Restrictions 49 APPENDIX OF COST ESTIMATES 50 LIST OF FIGURES Page Figure 1 Study Area 4 Figure 2 Scenario A Roadway Plan 16 Figure 3 Scenario B Roadway Plan 17 Figure 4 Year 2000 A.M. Peak Hour Turn Movements For Scenario A 19 Figure 5 Comparison Of Year 2000 A.M. Peak Hour Turn Movements For Scenarios A And B 20 Figure 6 2000 And 2020 A.M. Peak Hour Turn Movements For Scenario A 21 Figure 7 2000 And 2020 A.M. Peak Hour Turn Movements For Scenario B 22 Figure 8 Year 2000 P.M. Peak Hour Turn Movements For Scenario A 23 Figure 9 Comparison Of Year 2000 P.M. Peak Hour Turn Movements For Scenarios A And B 24 Figure 10 2000 And 2020 P.M. Peak Hour Turn Movements For Scenario A 25 Figure 11 2000 And 2020 P.M. Peak Hour Turn Movements For Scenario B 26 Figure 12 Scenario B Access Options For Excelsior And Jackson Intersection 35 Figure 13 Existing And Recommended Lane Striping On 1 lth Avenue and 6th Street 36 Figure 14 Pedestrian And Bicycle Trail System 38 Figure 15 Existing Plan View For 5th Street 42 Figure 16 Recommended Plan View For 5th Street With Parking Along Buffer Park Frontage Only 43 Figure 17 Recommended Plan View For 5th Street With Parking Between 7th Avenue and 2nd Avenue 45 Figure 18 Plan View For Alternative Parallel 5th Street 46 Figure 19 Plan View For Increased Buffer Area South of Improved 5th Street 48 LIST OF TABLES Page Table 1 Net Changes in Trip Generation 11 Table 2 Current Supervalu Average Weekday Peak Shift Employment 12 Table 3 Anticipated Supervalu Phase 1 Average Weekday Peak Shift Employment 12 Table 4 Estimated Current Trip Generation During the Peak Hours of 7:30 a.m. to 8:30 a.m. and 4:45 p.m. to 5:45 p.m. 13 Table 5 Anticipated Year 2000 Phase 1 Trip Generation During the Peak Hours of 7:30 a.m. to 8:30 a.m. and 4:45 p.m. to 5:45 p.m. 13 Table 6 Anticipated Year 2020 Trip Generation During the Peak Hours of 7:30 a.m. to 8:30 a.m. and 4 p.m. to 5:45 p.m. 14 Table 7 Signalized Intersection Level of Service Analyses for A.M. Peak Hour Scenario A 27 Table 8 Unsignalized Intersection Level of Service Analyses for A.M. Peak Hour Scenario A 28 Table 9 Signalized Intersection Level of Service Analyses for P.M. Peak Hour Scenario A 29 Table 10 Unsignalized Intersection Level of Service Analyses for P.M. Peak Hour Scenario A 29 Table 11 Signalized Intersection Level of Service Analyses for A.M. Peak Hour Scenario B 31 Table 12 Unsignalized Intersection Level of Service Analyses for A.M. Peak Hour Scenario B 31 Table 13 Signalized Intersection Level of Service Analyses for P.M. Peak Hour Scenario B 32 Table 14 Unsignalized Intersection Level of Service Analyses for P.M. Peak Hour Scenario B 32 Table 15 Daily Traffic Volumes on 5th Street and 2nd Avenue for Scenario A 39 Table 16 Daily Traffic Volumes on 5th Street and 2nd Avenue for Scenario B 40 SUMMARY This traffic report presents our findings and recommendations regarding the traffic implications of the proposed Supervalu expansion project in the City of Hopkins. A framework for our traffic analyses and a set of criteria for evaluating changes to the roadway network were formulated. To assist us with this formulation, we received input at various meetings from Local neighborhood residents and from staff of the following organizations: Supervalu, Canadian Pacific Railway, Metro Transit, City of Hopkins, Hennepin County, and Mn/DOT. We collected a substantial amount of traffic data at several locations surrounding the proposed Supervalu site, including the Park Valley neighborhood to the south. We determined traffic forecasts for two analysis years (2000 and 2020). We analyzed the ability of the anticipated roadway infrastructure and traffic control devices to accommodate the forecast traffic volumes. Based on our analyses, we have recommended a preferred roadway concept plan to serve the area in and around Supervalu, We also have recommended improvements to several roadways in the area and to the local pedestrian system in order to meet the long -term transportation needs. Specific findings of this traffic study are: • The proposed Supervalu project will result in lower net trip generation during the a.m. and p m peak hours than the current land uses occupying the project site. • There are no intersection level of service traffic problems associated with the proposed Supervalu project. • Two roadway scenarios have been analyzed in this traffic study. Each scenario includes a new segment of road along the west frontage of Highway 169 north of 5th Street. The principal feature of the first scenario is a new south leg at the Excelsior Boulevard and Highway 169 west ramp intersection, connecting the new west frontage road directly to Excelsior Boulevard. The second scenario omits this leg and features improvements at the Excelsior Boulevard and Jackson Avenue intersection. Both scenarios were fully analyzed For reasons detailed in this report, we recommend the latter scenario. • We recommend improvements to the roadway striping on 11th Avenue. These striping improvements will enable the intersection of 11th Avenue and 6th Street to operate more effectively by organizing approaching vehicles into well- defined traffic lanes. • We recommend constructing sidewalks along 5th Street from 11th Avenue east beyond Buffer Park to include the Park Valley neighborhood in the City's current and future pedestrian system. This will give residents pedestrian access to Buffer City of Hoplcins -1- Traffic Study For Supervalu Expansion Park, regional trails, downtown Hopkins, and future transit and trail uses at the old depot site. • We recommend improvements to 5th Street that will enhance pedestrian activity, reduce traffic speeds, allow safe on- street parking along the frontage of Buffer Park (and possibly along the residential frontages), and increase the separation between homes and the south curb line These improvements include widening the 5th Street right -of -way to the north, realigning 5th Street to the north, narrowing the traffic lanes to control vehicle speeds, constructing sidewalk on the south side of 5th Street, creating parking bays on the south side of 5th Street, and increasing the buffer between the south right -of -way line and the south curb line. With these improvements, 5th Street will adequately accommodate the traffic levels forecasted and provide residents with a pleasant buffer zone between their property and pedestrian and vehicular activity. • An alternative suggestion for 5th Street improvements is examined in this report. Neighborhood residents suggested that a new road parallel to 5th Street be constructed, and a cul -de -sac constructed at the east end of existing 5th Street by Buffer Park. We do not recommend this alternative. As explained in this study, we find that this alternative is costly, consumes substantial right -of -way, and is not necessary to meet normal standards for a street such as 5th Street. • We recommend that the truck prohibition south of the proposed Supervalu site be modified to prevent trapping trucks in the Park Valley neighborhood. We present two alternative recommended modifications, one which removes all truck prohibitions on 5th Street and 2nd Avenue, and one which extends truck prohibitions beyond current limits to 11th Avenue and north to 3rd Street or Milwaukee Street on the new west frontage road. City of Hopkins Traffic Study For Supervalu Expansion PROJECT DESCRIPTION Supervalu currently occupies three sites in Hopkins. These sites are indicated in Figure 1. The main site consists of offices, grocery storage and selection areas, freezers, and fleet maintenance. It is located east of Highway 169 and south of Excelsior Boulevard at 101 Jefferson Avenue, and comprises about 720,000 sq. ft. of floor area. North of the main site is the North Annex site. The North Annex is located north of Excelsior Boulevard and east of Highway 169. It consists of offices, grocery storage and selection, and maintenance parts storage. This site has a total floor area of about 646,000 sq. ft. The perishables building is located east of 11th Avenue and north of 5th Street. It is about 226,000 sq. ft. in size. Supervalu is planning to construct a new facility west of the main site on the west side of Highway 169. This new facility would initially be about 600,000 sq. ft. (phase 1) and is expected to be in full operation by 2000. Ultimately, the size of this new facility could expand to about 1,000,000 sq. ft. in about 20 years. The grocery storage and selection operations currently at the 101 Jefferson and North Annex sites would be consolidated at this new site. This new grocery site would also include about 30,000 sq. ft. of office space. Ultimately, Supervalu will cease operations at the North Annex in about 2004, at which time the North Annex site will be available for redevelopment. The new grocery facility would be constructed on land currently occupied by the Hennepin County Public Works Department and several other businesses on 3rd Street and 6th Avenue. These land uses would be eliminated, and 3rd Street and 6th Avenue would be vacated in this area. Two new roads would be constructed to form a frontage road along the west side of Highway 169 and a westerly extension of Milwaukee Street. MEETINGS WITH PROJECT PARTICIPANTS To ensure that all points of view regarding this project were expressed and understood, several meetings were conducted with project participants. Project participants included local residents, Supervalu, the City of Hopkins, Hennepin County, Mn/DOT, Metro Transit, and Canadian Pacific Railway. Residents of the Harley Hopkins and Park Valley neighborhoods were each invited to two neighborhood meetings to learn about the project and voice their opinions. Two meetings were held with the Planning and Zoning Commission. The project was discussed with City Council members at two work sessions. Staff from the City, County, Mn/DOT, Metro Transit, Canadian Pacific, and Supervalu gathered at two meetings to state their goals for this project. Several additional meetings also were held with Supervalu and City staff. These meetings proved valuable as we defined criteria for evaluating roadway system changes and traffic implications for this project. These meetings provided a forum to raise several of the issues addressed in this report. City of Hopkins Traffic Study For Supervalu Expansion THOMPSON LUMBER CO. �� GENERAL RESOURCE CORP. , 1' COMPONENTS UILD/NG°" • ii WESTS1DE BUSINESS PARK HENNEPIN COUNTY PUBLIC WORKS SUPERVALU 101 JEFFERSON AVE. SITE SUPERVALU NORTH ANN SITE CITY OF HOPKINS W BENSHOOF & ASSOCIATES, INC. TRANSPORTATIONENGINEENSAND PLANNERS TRAFFIC STUDY FOR SUPERVALU EXPANSION IN HOPKINS FIGURE 1 STUDY AREA APPROACH TO TRAFFIC ANALYSES Our traffic analyses for this project have consisted of three reports: an initial feasibility study submitted to Supervalu and the City of Hopkins on August 8, 1997, a draft memorandum of preliminary study results submitted to agency staffs and City Council members on November 20, 1997, and this traffic study document. In our initial feasibility study we concluded that the proposed Supervalu project was conceptually feasible from a transportation viewpoint. We also identified transportation issues which would require more detailed levels of study than that conducted in the initial review stage. This report presents the results of our detailed study of these issues. The analyses presented in this report focus on two analysis years, 2000 and 2020. These analysis years were selected because they represent the anticipated first full year of operations for the phase 1 new grocery site (2000) and the anticipated year of complete build -out for the new grocery site (2020). EVALUATION CRITERIA As a means by which to evaluate the effectiveness of new construction and the impact that the project has on the local transportation network, we developed a set of evaluation criteria. These are as follows: a) Impact on intersection operations along Excelsior Boulevard and 1 lth Avenue. b) Impact on transit and trail systems. c) Impact on residential streets in Park Valley and Harley Hopkins neighborhoods. d) Access to properties along Excelsior Boulevard, including Supervalu. e) Conformity with engineering standards for safe and efficient traffic operations, including intersection and railroad crossing design and spacing. f) Consistency with the vision and objectives outlined in the Excelsior Boulevard Corridor Study. g) Resolution of existing problems associated with partial access on Excelsior Boulevard at St. Louis Street and Milwaukee Street. h) Compatibility with redevelopment opportunities for the Supervalu North Annex site. Individual criterion may or may not be applicable to a given location within the study area, but the goal was to select criteria which fully encompass all aspects of the study. This set of criteria meets this goal. City of Hopkins Traffic Study For Supervalu Expansion EXISTING CONDITIONS Roadway Classifications The roadways within the study area fall into several roadway classifications as designated by the Metropolitan Council. Highway 169 is classified as a principle arterial. Excelsior Boulevard (CSAH 3) is classified as a minor arterial. 1 lth Avenue is classified as a collector. Other collectors south of Excelsior Boulevard include 5th Avenue, 2nd Avenue, 3rd Street, 5th Street, the portion of 6th Street between 11th Avenue and 5th Street, the portion of 7th Street between 2nd Avenue and Highway 169, and the portion of Railroad Boulevard and 6th Avenue between 3rd Street and 5th Street. All other streets in the study area south of Excelsior Boulevard are local streets. Transit System Currently, Metro Transit provides a park & ride facility along the south side of Excelsior Boulevard near 7th Avenue. There are approximately 50 parking spaces. Three Metro Transit bus routes serve this facility, route numbers 12, 64, and 70. The respective daily (two -way) service frequencies on these routes are 94 buses, 12 buses, and 4 buses These routes connect Hopkins with downtown Minneapolis. The park & ride lot also serves as a starting point for route 614. Route 614 is operated by Laidlaw, and has a daily service frequency of 16 buses. Route 614 connects the park & ride lot with downtown Hopkins and Ridgedale Center. Metro Transit has recently started conceptual designs for a transit hub which would be located at the old depot site south of Excelsior Boulevard directly opposite the east HigIjvay 169 ramps. The depot is currently being renovated for use as a coffee shop. This site has also been selected as a trailhead for a future regional trail to the north, and it has also been considered as a potential light rail transit (LRT) station if LRT is constructed on the Hennepin County Railroad Authority right -of -way. The existing park & ride lot would be eliminated if a transit hub were located at the depot. Neighborhood Residents' Concerns The two residential neighborhoods adjacent to Supervalu are the Harley Hopkins and Park Valley neighborhoods. The Harley Hopkins neighborhood is south of Excelsior Boulevard and east of Supervalu's 101 Jefferson site. The Park Valley neighborhood is south of Excelsior Boulevard between 1 lth Avenue and Highway 169. The concerns raised by residents of the Harley Hopkins neighborhood have been limited to future considerations, particularly regarding access to Excelsior Boulevard. These issues are addressed later in this report. No concerns regarding the existing conditions have been brought to our attention at this time. City of Hopkins -6- Traffic Study For Supervalu Expansion The residents of the Park Valley neighborhood have expressed several concerns regarding the existing conditions in their neighborhood. These concerns can be summarized as: • The width of 5th Street narrows. This perception is accurate. The road width varies from 51 feet near 2nd Avenue to 29 feet at a point roughly 250 feet west of the Hennepin County Public Works driveway. The road width remains 29 feet from this point west to 6th Avenue. The road width then widens to 36 feet between 6th Avenue and 7th Avenue, and finally to 42 feet west of 7th Avenue. Presently, parking is prohibited on the north side of 5th Street from 2nd Avenue to 7th Avenue, and again from about 200 feet east of the Supervalu driveway to 6th Street. Parking is prohibited on the south side from 6th Street to 7th Avenue. The effect of these parking regulations is to allow parking on the north side in front of the Westside Business Park and on the south side along the frontage of Buffer Park and the residential blocks between 7th Avenue and Buffer Park. At its narrowest point, not enough roadway width is available to safely accommodate two -way traffic flow and parking on one side of 5th Street. This concern is addressed later in this report. • There is no sidewalk along 5th Street leading to Buffer Park A segment of bituminous pedestrian path is located on the south side of 5th Street between 6th Street and 7th Avenue. However, no sidewalk exists on either side of 5th Street its remaining length to 2nd Avenue. Consequently, there is no sidewalk between the neighborhood and Buffer Park. A plan to rectify this situation is presented later in this report. • Traffic uses 10th Avenue as a short cut. A license plate origin - destination study conducted 7 -9 a.m. and 4 -6 p.m. on September 18, 1997, confirmed that there is some traffic on this road neither originating nor terminating at 10th Avenue residences. A total of 89 vehicles were observed on 10th Avenue during these four hours. Some of this traffic (36 vehicles) appears to use 10th Avenue to move between 7th Street west of 10th Avenue and 5th Street north and east of 10th Avenue, likely to bypass the intersection of 11th Avenue and 6th Street. However, the low volume this represents is not unusual for a street linking two such important neighborhood roads. Our recommendations for the 11th Avenue and 6th Street intersection, presented later in this report, are intended to help reduce this bypass traffic by improving traffic flow at this intersection. City of Hopkins - Traffic Study For Supervalu Expansion DATA COLLECTION In order to completely address the issues associated with this project and accurately forecast future traffic volumes, a variety of traffic data has been collected for the existing conditions. This data includes origin- destination survey data, turn movement data, daily traffic volume data, and vehicle speed data. A summary of each type of data follows. Origin- Destination Survey Two separate origin- destination surveys were completed. The first was for 10th Avenue to determine the amount of traffic using 10th Avenue as a short cut. An observer was stationed at each end of the block to record the license plates of every passing vehicle during the hours of 7 -9 a.m. and 4 -6 p.m. on September 18, 1997. A comparison of the lists compiled by each observer yielded information about the origin and destination of each passing vehicle. Of the 89 vehicles observed during these four hours, 32 vehicles either started or finished a trip on this block. The remaining 57 vehicles traveled 10th Avenue between 7th Street to the south and 6th Street or 5th Street to the north. Most of this traffic passing through the neighborhood (36 vehicles) appears to use 10th Avenue to move between 7th Street west of 10th Avenue and 5th Street north and east of 10th Avenue, likely to bypass the intersection of 11th Avenue and 6th Street. The low traffic volume on 10th Avenue does not indicate any troublesome problem associated with traffic using 10th Avenue as a short cut through the Park Valley neighborhood. A second origin- destination survey was conducted for the entire Park Valley neighborhood. The purpose of this survey was to determine the extent to which traffic patterns on local streets are likely to change when 6th Avenue, Railroad Boulevard, and 3rd Street are vacated. Observers were stationed at five points on streets leading into and out of the neighborhood (7th Street east of 11th Avenue, 6th Street east of 1 lth Avenue, 6th Avenue north of 5th Street, 7th Street between 2nd Avenue and Highway 169, and 9th Avenue north of Westbrooke Way). An additional observation point at the intersection of Excelsior Boulevard and 5th Avenue enabled us to determine the dispersal of traffic to and from Excelsior Boulevard. This survey was conducted 7 -9 a.m. and 4 -6 p.m. on September 23, 1997. An estimate of the origin- destination pattern for this area was determined based on an exhaustive comparison between the lists of license plates sampled at each station. We estimate that 1,717 vehicles travel through the Park Valley neighborhood during the two hours of 7 -9 a.m. on a typical weekday. We estimate that 459 of these vehicles originate travel from within the neighborhood and 519 of these vehicles terminate travel within the neighborhood. We estimate that 1,821 vehicles travel through the Park Valley neighborhood during the two hours of 4 -6 p.m. on a typical weekday. We estimate that 488 of these vehicles originate travel from within the neighborhood and 235 of these vehicles terminate travel within the neighborhood. These estimates reveal that a sizable number of vehicles pass through the neighborhood between points outside of the Park Valley neighborhood (739 during 7 -9 a.m., 1,098 during 4 -6 p.m.). This finding is not City of Hopkins -8- Traffic Study For Supervalu Expansion surprising (nor unusual) given the collector function of 6th Avenue and 5th Street. These collector streets direct traffic to and from Excelsior Boulevard and Highway 169. Turn Movements Turn movement data involves recording the number of vehicles making each possible movement at an intersection. The purpose of this is to enable us to analyze the delay experienced at intersections due to congestion. Turn movement data also form the basis for our traffic forecasts at intersections. Hennepin County provided us with a.m. and p m peak hour turn movement data for the intersection of Excelsior Boulevard and 1 lth Avenue. We collected a.m. and p.m. peak hour turn movement data at nine intersections: six intersections along Excelsior Boulevard (at 5th Avenue, the Highway 169 west ramps, the Highway 169 east ramps, St. Louis Street, Milwaukee Street, and Jackson Avenue), the intersection of 11th Avenue and 6th Street, the intersection of Washington Avenue and the 3rd Street leg west of Highway 169, and the intersection of Washington Avenue and the 3rd Street leg east of Highway 169. These data will be presented later with our traffic forecasts. We analyzed the level of service provided by seven existing intersections. Of these seven intersections, four along Excelsior Boulevard currently are signalized (11th Avenue, 5th Avenue, the Highway 169 west ramps, and the Highway 169 east ramps), and the other three are controlled by stop signs (Excelsior Boulevard and Milwaukee Street, Excelsior Boulevard and Jackson Avenue, and 1lth Avenue and 6th Street). Standard traffic engineering practice rates the performance of intersections using a level of service (LOS) grading system from A to F. The LOS grade is based on the average amount of delay a motorist experiences at an intersection. LOS A represents minimal delay and LOS F represents intolerable delay. Typically, LOS D is the minimally acceptable LOS grade. Based on the turn movement data we have collected and the type of traffic control in -place at the various intersections we have analyzed, we find no existing intersection performance problems in the study area with the following two exceptions: 1. The westbound left turn movement from Excelsior Boulevard to southbound 1 lth Avenue currently operates at LOS E. This is less than acceptable (LOS D). 2. The northbound left turn from Jackson Avenue to westbound Excelsior Boulevard currently operates at LOS F. This is less than acceptable (LOS D). We also note that the turn movements for the intersection of 11th Avenue and 6th Street during the p.m. peak hour currently exceed the volumes accepted by the computer software used for analyzing the all -way stop control at this intersection. However, our observations of this intersection during the p.m. peak traffic interval indicated that the delay encountered here is not severe, rarely exceeding 40 seconds for any given vehicle. City of Hopkins Traffic Study For Supervalu Expansion • The average delay is likely much less than 40 seconds. The existing LOS results are presented in greater detail in the Analyses portion of this report. Currently, two intersections feature partial access and flat angle intersection geometry. The intersection of Excelsior Boulevard and St. Louis Street features three quarters access (i.e. eastbound left turns, westbound right turns, and southbound right turns are permitted, but southbound left turns are prohibited). This access condition results from the flat angle at which St. Louis Street approaches Excelsior Boulevard. The intersection of Excelsior Boulevard and Milwaukee Street features a similar flat angle approach. As a result, only westbound left turns and northbound right turns are permitted. A long standing goal of the City of Hopkins has been to eliminate the flat angle geometry at these intersections. Daily Traffic Volume Data The purpose of collecting this data is to determine how much traffic is typically using a segment of roadway during a typical weekday 24 hour period. We placed pneumatic road tube counters at four locations in the study area: 6th Avenue north of 5th Street, 5th Street west of 6th Avenue, 5th Street east of 6th Avenue, and 2nd Avenue north of 7th Street. The current average weekday daily volume on each of these road segments is: • 6th Avenue north of 5th Street: 3,600 vehicles per day • 5th Street west of 6th Avenue: 5,600 vehicles per day • 5th Street east of 6th Avenue: 3,450 vehicles per day • 2nd Avenue north of 7th Street: 4,450 vehicles per day Vehicle Speed Data The purpose of collecting this data was to respond to concerns raised by 10th Avenue residents who perceived a speeding problem on 10th Avenue. A sample of 592 vehicles over two weekdays revealed an average vehicle speed of 22 mph. This speed is typical for an average vehicle speed on a residential street and does not indicate any existing speeding problems on 10th Avenue. TRIP GENERATION In order to make traffic forecasts for the various streets affected by this project, the change in the number of trips to and from the study area must be determined. Ultimately, there are four components affecting the number of trips to and from the study area. The first component is the elimination of current land uses from the site on which Supervalu will construct its new grocery facility. The second component is the phase 1 construction of the new grocery facility. These two components will determine the phase 1 year 2000 net trip generation. The third component is the complete build -out of the new grocery facility by 2020 The fourth component is the redevelopment of the North Annex site after Supervalu moves out. The combination of all four components will determine the ultimate City of Hopkins -10- Traffic Study For Supervalu Expansion Land Use Change A.M. Peak Hour P.M. Peak Hour Inbound Outbound Inbound Outbound Elimination of Existing Uses -233 -162 -158 -240 Supervalu Phase 1 Expansion 3 0 0 2 Net Change in Trip Generation for Year 2000 -230 -162 -158 -238 Supervalu Build -out Expansion -75 -8 -12 -66 Redevelopment of North Annex Site 361 52 131 290 Net Change in Trip Generation for Year 2020 56 -118 -39 -14 year 2020 net trip generation. Table 1 shows the trip generation resulting from this process. TABLE 1 Net Changes in Trip Generation The first step was to calculate the expected number of existing trips that will be removed from the street system as a result of vacating the streets and eliminating the land uses that currently occupy the land on which Supervalu will construct its new grocery facility. This was estimated by counting vehicle trips at the Hennepin County Public Works' driveways during the a.m. and p.m. peak hours, and by estimating vehicle trips associated with the existing businesses along 3rd Street based on our traffic counts and origin- destination survey data. These estimates appear in the first row of Table 1. The second step was to estimate the change in the number of trips the new development is likely to generate compared to the number of trips Supervalu currently generates. This trip generation was calculated based on employment. Table 2 shows the current average Supervalu weekday peak shift employment by type of employment and facility. These numbers are based on current data provided by Supervalu. The time of each peak shift is also indicated. Similarly, Table 3 shows the anticipated average Supervalu weekday peak shift employment in the year 2000 when the phase 1 portion of the new grocery facility is fully operating. These numbers are based on employment projections provided by Supervalu. City of Hopkins -11- Traffic Study For Supervalu Expansion Work Shift North Annex 101 Jefferson Perishables New Grocery Total Office 8:00 a.m. to 4:30 p.th. 175 160 88 30 453 Warehouse 7:00 a.m. to 3:00 p.m. 3 32 60 150 245 Work Shift North Annex 101 Jefferson Perishables Total Office 8:00 a.m. to 4:30 p.m. 170 187 83 440 Warehouse 7:00 a.m. to 3:00 p.m. 85 136 45 266 TABLE 2 Current Supervalu Average Weekday Peak Shift Employment TABLE 3 Anticipated Supervalu Phase 1 Average Weekday Peak Shift Employment Total office employment is anticipated to increase. Total warehouse employment is anticipated to decrease. According to Supervalu, this decrease in warehouse employment is largely due to increased mechanization, technological improvements, and operational efficiency gains resulting from the consolidation of operations at this new site. Next, we estimated a.m. peak hour and p m. peak hour trip generation based on the employment numbers using data published by the Institute of Transportation Engineers (ITE). The rate applied to the warehouse employees was reduced 75% to account for the fact that the warehouse employees begin their work shift 30 minutes prior to the a.m. peak hour of traffic (7:30 - 8:30 a.m.) on Excelsior Boulevard and end their work shift one hour and 45 minutes prior to the p.m. peak hour of traffic (4:45 - 5:45 p.m.) on Excelsior Boulevard. Table 4 shows our estimate of the current Supervalu a.m. and p m peak hour trip generation based on current employment. Similarly, Table 5 shows our estimate of the anticipated Supervalu phase 1 trip generation for the a.m. and p m peak hour in 2000 based on anticipated employment. A comparison of Tables 4 and 5 shows a net increase of three inbound trips to Supervalu and no net change in the number of outbound trips during the a.m. peak hour, and no net City of Hopkins -12- Traffic Study For Supervalu Expansion change in the number of inbound trips and a net increase of two outbound trips from Supervalu during the p.m. peak hour. These net changes are reported in the second row of Table 1. TABLE 4 Estimated Current Trip Generation During the Peak Hours of 7:30 a.m. to 8:30 a.m. and 4:45 p.m. to 5:45 p.m. TABLE 5 Anticipated Year 2000 Phase 1 Trip Generation During the Peak Hours of 7:30 a.m. to 8:30 a.m. and 4:45 p.m. to 5:45 p.m. We also calculated trip generation for the year 2020 when the new grocery facility is expanded to its ultimate size and the North Annex site is redeveloped. According to Supervalu, traffic in and out of the expanded new grocery facility is expected to be about 25 percent more than the phase 1 traffic. City of Hopkins staff indicated to us that the North Annex site would likely be redeveloped into 120,000 sq. ft. of office space, 120,000 sq. ft. of warehouse space, and 160,000 sq. ft. of manufacturing space. We applied ITE trip generation data to the anticipated floor areas for each of these land uses. Table 6 shows the Supervalu and North Annex redevelopment trip generation for the a.m. and p.m. peak hours. Comparing the Supervalu trip generation of Table 6 with that of the phase 1 trip generation in Table 5 shows that inbound trips decrease by 75 and outbound trips decrease by 8 during the a.m. peak hour, and that inbound trips decrease by 12 and outbound trips decrease by 66 during the p.m. peak hour. These net changes are reported in the fourth row of Table 1. The North Annex redevelopment trip generation shown in Table 6 is reported in the fifth row of Table 1. City of Hopkins -13- Traffic Study For Supervalu Expansion A.M. Peak Hour P.M. Peak Hour Facility Inbound Outbound Inbound Outbound North Annex 82 10 15 73 101 Jefferson 77 10 15 70 Perishables 46 7 11 42 New Grocery 29 8 11 28 Supervalu Total 234 35 52 213 change in the number of inbound trips and a net increase of two outbound trips from Supervalu during the p.m. peak hour. These net changes are reported in the second row of Table 1. TABLE 4 Estimated Current Trip Generation During the Peak Hours of 7:30 a.m. to 8:30 a.m. and 4:45 p.m. to 5:45 p.m. TABLE 5 Anticipated Year 2000 Phase 1 Trip Generation During the Peak Hours of 7:30 a.m. to 8:30 a.m. and 4:45 p.m. to 5:45 p.m. We also calculated trip generation for the year 2020 when the new grocery facility is expanded to its ultimate size and the North Annex site is redeveloped. According to Supervalu, traffic in and out of the expanded new grocery facility is expected to be about 25 percent more than the phase 1 traffic. City of Hopkins staff indicated to us that the North Annex site would likely be redeveloped into 120,000 sq. ft. of office space, 120,000 sq. ft. of warehouse space, and 160,000 sq. ft. of manufacturing space. We applied ITE trip generation data to the anticipated floor areas for each of these land uses. Table 6 shows the Supervalu and North Annex redevelopment trip generation for the a.m. and p.m. peak hours. Comparing the Supervalu trip generation of Table 6 with that of the phase 1 trip generation in Table 5 shows that inbound trips decrease by 75 and outbound trips decrease by 8 during the a.m. peak hour, and that inbound trips decrease by 12 and outbound trips decrease by 66 during the p.m. peak hour. These net changes are reported in the fourth row of Table 1. The North Annex redevelopment trip generation shown in Table 6 is reported in the fifth row of Table 1. City of Hopkins -13- Traffic Study For Supervalu Expansion A.M. Peak Hour P.M. Peak Hour Facility Inbound Outbound Inbound Outbound North Annex 87 10 19 71 101 Jefferson 100 15 23 92 Perishables 44 10 10 48 Supervalu Total 231 35 52 211 change in the number of inbound trips and a net increase of two outbound trips from Supervalu during the p.m. peak hour. These net changes are reported in the second row of Table 1. TABLE 4 Estimated Current Trip Generation During the Peak Hours of 7:30 a.m. to 8:30 a.m. and 4:45 p.m. to 5:45 p.m. TABLE 5 Anticipated Year 2000 Phase 1 Trip Generation During the Peak Hours of 7:30 a.m. to 8:30 a.m. and 4:45 p.m. to 5:45 p.m. We also calculated trip generation for the year 2020 when the new grocery facility is expanded to its ultimate size and the North Annex site is redeveloped. According to Supervalu, traffic in and out of the expanded new grocery facility is expected to be about 25 percent more than the phase 1 traffic. City of Hopkins staff indicated to us that the North Annex site would likely be redeveloped into 120,000 sq. ft. of office space, 120,000 sq. ft. of warehouse space, and 160,000 sq. ft. of manufacturing space. We applied ITE trip generation data to the anticipated floor areas for each of these land uses. Table 6 shows the Supervalu and North Annex redevelopment trip generation for the a.m. and p.m. peak hours. Comparing the Supervalu trip generation of Table 6 with that of the phase 1 trip generation in Table 5 shows that inbound trips decrease by 75 and outbound trips decrease by 8 during the a.m. peak hour, and that inbound trips decrease by 12 and outbound trips decrease by 66 during the p.m. peak hour. These net changes are reported in the fourth row of Table 1. The North Annex redevelopment trip generation shown in Table 6 is reported in the fifth row of Table 1. City of Hopkins -13- Traffic Study For Supervalu Expansion TABLE 6 Anticipated Year 2020 Trip Generation During the Peak Hours of 7:30 a.m. to 8:30 a.m. and 4:45 p.m. to 5:45 p.m. YEAR 2000 AND YEAR 2020 TRAFFIC FORECASTS Our traffic forecasts for the year 2000 and the year 2020 are composed of five elements: The daily traffic volumes on Excelsior Boulevard have been stable over the last several years. In 1990, the daily traffic volume was 28,200 vehicles. In 1996, the daily traffic volume was 26,900 vehicles, representing a 4.6% decrease in six years. Traffic counts during the intervening years also showed annual declines in traffic volume (28,100 vehicles in 1992 and 27,100 vehicles in 1994). In order to account for the possibility of a reversal in this trend, we applied an annual background growth rate of 0.5% to the through traffic on Excelsior Boulevard. We also used this background growth rate for 11th Avenue through traffic. As previously discussed, the trips associated with the land uses eliminated on the proposed Supervalu site were estimated. We removed these trips from the roadway system at the key intersections used by this traffic. The traffic remaining after removal of trips associated with eliminated land uses was then reassigned to the proposed modified roadway systems. There are two alternative roadway systems that have been proposed. A figure and description of each are provided. City of Hopkins 1. Background traffic growth 2. Removal of traffic associated with eliminated land uses 3. Rerouting of remaining traffic onto a modified roadway network 4. Addition of Supervalu generated traffic for 2000 or 2020 5. Addition of North Annex redevelopment traffic for 2020 -14- Traffic Study For Supervalu Expansion A.M. Peak Hour P M. Peak Hour Facility Inbound Outbound Inbound Outbound 101 Jefferson 77 10 15 70 Perishables 46 7 11 42 New Grocery 36 10 14 35 Supervalu Sub -Total 159 27 40 147 Redeveloped North Annex Site 361 52 131 290 Total 520 79 171 437 TABLE 6 Anticipated Year 2020 Trip Generation During the Peak Hours of 7:30 a.m. to 8:30 a.m. and 4:45 p.m. to 5:45 p.m. YEAR 2000 AND YEAR 2020 TRAFFIC FORECASTS Our traffic forecasts for the year 2000 and the year 2020 are composed of five elements: The daily traffic volumes on Excelsior Boulevard have been stable over the last several years. In 1990, the daily traffic volume was 28,200 vehicles. In 1996, the daily traffic volume was 26,900 vehicles, representing a 4.6% decrease in six years. Traffic counts during the intervening years also showed annual declines in traffic volume (28,100 vehicles in 1992 and 27,100 vehicles in 1994). In order to account for the possibility of a reversal in this trend, we applied an annual background growth rate of 0.5% to the through traffic on Excelsior Boulevard. We also used this background growth rate for 11th Avenue through traffic. As previously discussed, the trips associated with the land uses eliminated on the proposed Supervalu site were estimated. We removed these trips from the roadway system at the key intersections used by this traffic. The traffic remaining after removal of trips associated with eliminated land uses was then reassigned to the proposed modified roadway systems. There are two alternative roadway systems that have been proposed. A figure and description of each are provided. City of Hopkins 1. Background traffic growth 2. Removal of traffic associated with eliminated land uses 3. Rerouting of remaining traffic onto a modified roadway network 4. Addition of Supervalu generated traffic for 2000 or 2020 5. Addition of North Annex redevelopment traffic for 2020 -14- Traffic Study For Supervalu Expansion Description of Roadway Scenario A The Scenario A roadway system alternative is shown in Figure 2. 6th Avenue, Railroad Boulevard, and 3rd Street are vacated on the Supervalu site. A new frontage road along the west side of Highway 169 is constructed from the present intersection of Excelsior Boulevard and the Highway 169 west ramps south to 5th Street. Milwaukee Street is extended from its present terminus at Washington Avenue west to 5th Avenue. Washington Avenue is terminated at 3rd Street. 3rd Street is connected to the west frontage road. Description of Roadway Scenario B The Scenario B roadway system alternative is shown in Figure 3. 6th Avenue, Railroad Boulevard, and 3rd Street are vacated on the Supervalu site. Milwaukee Street is extended from its present terminus at Washington Avenue west to 5th Avenue. A new frontage road along the west side of Highway 169 is constructed from the new Milwaukee Street extension south to 5th Street. Washington Avenue is terminated at 3rd Street. 3rd Street is connected to the west frontage road. The intersection ofExcelsior Boulevard and Milwaukee Street is closed. The intersection of Excelsior Boulevard and St. Louis Street is closed. An improved intersection located at the present intersection of Excelsior Boulevard and Jackson Avenue is constructed to replace the loss of these two access points, featuring a new fourth leg north of Excelsior Boulevard and a means of access to Milwaukee Street A traffic signal would be installed at this intersection. Three options are available for this intersection area, and these are described in further detail later in this report. The rerouting of remaining traffic on either Scenario A or Scenario B was accomplished using the origin- destination survey data we collected for this purpose. The next step was to determine the net change in Supervalu trips based on the previously described trip generation and the location of the new grocery facility relative to existing facilities. Essentially, this step involved subtracting out the estimated current trips as assigned on the present roadway system for the current three Supervalu facilities and then adding to this the estimated trips for the four Supervalu facilities of phase 1 as assigned on either the Scenario A or the Scenario B roadway system. Trips to and from Supervalu are estimated to be distributed as: City of Hopkins • 35% to /from the north on Highway 169 • 35% to /from the south on Highway 169 • 10% to /from the east on Excelsior Boulevard • 10% to /from the west on Excelsior Boulevard • 10% to /from north of Excelsior Boulevard on local streets such as 5th Avenue, St. Louis Street, or Jackson Ave. -15- Traffic Study For Supervalu Expansion SETTLE! 5 l ST S. OOinON CROCE ST AIN ST N LANDMARK S. LAND 4„, TR4 Zncl 0 N I ST 1 m N a OLD TR. z:l MINNEAPOLIS ELO RD. Zne ST N APPROXIMATE SCALE 0 N E 1000' CITY OF HOPKINS W BENSHOOF & ASSOCIATES, INC. TRANSPORTATIONENGINEERSAND PLANNERS TRAFFIC STUDY FOR SUPERVALU EXPANSION IN HOPKINS FIGURE 2 SCENARIO A ROADWAY PLAN w N Q N LANDMARK \ TR 5 LAND, "RK TR TRAILW000 TR A 1 O N Q N 5 N w 1 ST TR. z > n Q 1 5. 5 MINNEAPOLIS PLO ‘`-` > fQ 2nd 2n 5 \_ w te a . e � P 1 i N' 1 � RD. 0 w I < 5T. OJ% Q ST Z N U Q 2nd ST N NE I N 5. APPROXIMATE SCALE INN 1000' CITY OF HOPKINS W BENSHOOF & ASSOCIATES, INC. TRANSPORTATIDNENDINEERSANDPLANNERS TRAFFIC STUDY FOR SUPERVALU EXPANSION IN HOPKINS FIGURE 3 SCENARIO B ROADWAY PLAN Figure 4 shows the resulting a.m. peak hour turn movements at the key intersections studied for roadway Scenario A. Three numbers are indicated for each turn movement: the first is the existing turn movement recorded, the second is the turn movement remaining after the removal of trips associated with the eliminated land uses, and the third is the expected 2000 turn movement with the Supervalu phase 1 expansion completed. Figure 5 shows a comparison between the year 2000 turn movements for Scenario A and Scenario B. To establish turn movement forecasts for 2020, the trip generation results for the ultimate Supervalu expansion and the redevelopment of the North Annex site were used. This step first required subtracting the phase 1 Supervalu trips for the four facilities, and then adding on the year 2020 Supervalu trips for the remaining three facilities to the roadway system traffic for either Scenario A or Scenario B. This method accounts for elimination of Supervalu operations at the North Annex, and the expansion of the new grocery facility. The last step was to add the North Annex redevelopment trips to obtain the final2020 turn movement forecasts. Figure 6 shows the progression of the a.m. peak hour turn movements from 2000 to 2020 for the Scenario A roadway system. The first number indicated is the year 2000 forecast turn movement, the second number indicated is the expected year 2020 turn movement with Supervalu's expansion at the new grocery facility and vacancy of the North Annex site, and the third number indicated is the expected year 2020 turn movement with Supervalu's expansion at the new grocery site and redevelopment of the North Annex site. Figure 7 similarly shows the progression of the a.m. peak hour turn movements from 2000 to 2020 for the Scenario B roadway system. We have made p.m. peak hour turn movement forecasts in the same manner as done for the a.m. peak hour forecasts. Figure 8 shows the existing, year 2000 without Supervalu, and 2000 with Supervalu turn movements during the p.m. peak hour for Scenario A. Figure 9 shows the comparison of 2000 p.m. peak hour turn movements for Scenario A and Scenario B. Figure 10 shows the progression of p.m. peak hour turn movements from 2000 to 2020 for Scenario A. Figure 11 shows the progression of p.m. peak hour turn movements from 2000 to 2020 for the Scenario B roadway system. City of Hopkins -18- Traffic Study For Supervalu Expansion CUE/LW/1.2Z —+ 991N S14£91 —4, I m H 1 tOt/L09/LOE a41 `�— WISLMN B496NN -+ F W NN 13LZ92/LL3 ,y- ES/BSNN lTr> 553 o.� az o m C� �nbd <46 971911/96 -- t3N3/Olt L/9901. -4- 4 - 9/9/Lt gL2L/9S 4, 6€/€129 , ,� 96/9W96 -* F 1.949/1.9 L4 /LWLE �, 6646626 �T� fit! n LL <1yy Stl/EEINN - � - E€rreNN LOI NSNN --) F 9S/OSNN WONN ERNN 111 N ❑ 7 ( 0 0 00 Wz < in 0w O. 3 0 z 3 > § W Q 0 0 z �O O amass <- LLZ/LLZiOat-+ F €93/892/693 LIL/L -4, ,y - 22/3 �T� =C� ih • 41y 98/94� ' - S6/941. 94 /tZ 001/L -> F 4L/9 ZLRL --4, + - 94/Et i 4LNN� - 09/42 OINN -3 f- OtNN 92tNN - , ,j -07RZ ` 1 T r 6 0 O 0 EE EE O CO 0 g. <' "3 94/94 4 -002/S61. T-- 002/981. 9&96 -3 f l8/t9 LWL4 -y, - 88/88 ` 1Tf ,E5 � �i VN/9tt T- tow VWLOI F VN/99 VN/0 49/0 ` it f 34V ONZ (0 n a Via'$ E6/t6 -t y �+-9&99 LLZ/LLZ -+ F 08Z483 LIZ ,-32 1t r' tri Z ad 8 s y m° Z 1.L C m 6t) 918/06L /81.8 L9L/191re9L a *It 941/941/941 - A -- 9Z/9ZnZ 9B/L --* 4- 0140146 2121!21 �,, ,r,- 91491481 r m.> o 94/54/94 -�� `�— S6L45814S81 901/9698 8WLW19 L4 /14/14 ,p- 69/68/88 m 4.6.N 1 g Z 4 — 9oWLLZ'LLZ -* 4- 918J982458Z LJL/L —4, — 222 T f z 0 >- V 0 CD cc O 00 cc • > z I- 0 cn N WW a <0 W Z F V CC ac Offi 0 E N =L W 2 Z i 0 W < Q a in W W 2 co z Q of 2 LL 81 z 0 z z z m � J ZOr/9a40£-÷ 06Z/067JL8Zs, 2' £r£/LLZmZ tel./man-3, 4, 1 T sg 4141 `it 0 1 1I0 96496/96 <I W L> a t- Z529 /5r LaL /191/001 > F 9L/9L/rt ui ZUZLRL -J, ,r 15 /15R4 T I A li 41y 1 a Srrsv/sw�' aaznovooz 90146/96 -9• F LBRW/LB sr,- 66/66/66 l <iTt> t a c t 3AVCW m c) g I £6/66186 - � 98/59/98 90£/LLZ/LLZ -4 4- £L6/CM/£6Z VL'L - ,- 7.2JZ Int r> uj Z «0 to i O CC 01 CIZst n QmZ a < ~ Cl) • 80o LL N Z 1L W Z U vi ° 2 Q w W Z aw od o LL • g 2 2 z W m f5 m01 Wsi <y> 897.IE87/e0 -' 4 -Zt1/014NN 1Z'O7101 - 9• F 4121.M4 % 6L1/9LL/68I , - L9L/08INN" ` 1Tf N N �W N � � 9 2' '- ££iee'PLl 9 I9Z/L9 -4 E- L£/L£nel 66/B£/6Z -q, ,r fRAMI£l s m m 3AV GAO Z O Z j Q❑ � •1 i 4Z/06NN 2 ' -- 99/E9NN e9@[NN --> 4- Z9l/OVLNN WONN � T f • 9�vN ifi Ii 0 CC I0 3e LL a CO C a� o >o 8 o ( 4 Q crzz arm aim() evi E Za/1.21. 4 -68/88 LB/SZ ->• E- 8141L2 OEMS -* ,"LOWS? < i t WE N Y ^ ga x N E4 1 SINN -T 2 - SSl19 OWN -> f-01M4 o4!/1M E6 /LL I <itt ova zm PLIVL- W �4- 99$/1S4 4LlMLL -> E- 64Z/643 69189 E l T f MAW Ern ng < WWf-' X 95199 < CO 0 0 W W ( N VN/E8 -> E- VNR91 VIVO --, ,v-9Si/B `i E4 6. Z4L24 4_ LZZ/LZZ S86/S96 -> E 6991895 111 ,`0/0 s u s O O O N tr 4Z m •M 0 12 to ESeW a z va5cca W Z U z z w W U N a os LL 8 z m Z1Z/991nLl -a ZZL2Ztun m h 09£Po9Z/89Z -T . lt/t4t,tt ZZ/ZZ/LZ -+ f 91/9l/4L 8Ll/BL I/BLL - 4, ,j 39L29L/I9L < 1 t iZ "i L9L /LSL /LSL -T <1y t-L4 /MCC Zeat/SZ -9• f91191/Yl 6&'8E/13E ,r,- SE SS/C2 < 1 T I> N0m 4 , I, 9L/6L/4L -a 2 - LS4/LS9/LS6 ?si@LLPoGn f 84Z/942/893 89/69/69 ,q- SEZ/SSZ/9EZ � T 1 > 04$r 3AV N2 N N� � y 1 > wiIn,n 4 -- LSILS/9S S9ss9/E9 -> f 99L/99L/Z9I 0/0/0 - 8/69 ip > CC CC CC a a a a Z Z N N W j F � � p 3 3¢ g N N� w H n i g O Z EN' LLZ/LLLNLL --+ LEI/al/94-4 O££l4B7J69Z —T 681468L/88I -1 T-- 99OS'S% OLNINL --> 4- al/Ow/al 4LE29/an --+ £4BY/E4 <1Tf V- �4 biN 4414L/PL. � "C L -- S9bi594/S94 7,84/4LLMLL F 66Z/847164Z 69/69/69 - ,� S£ZJS£Z/S£Z 4 IT� cC CC aw a a aoz h CO N - F �It 3 3 3a 0 «<0 z z Z14241244 - a T-- tRJLZZAZZ 9Zb199C1982 -+ -4- 639/699169S UL /L 4-MN/0 Intersection Existing 2000 with Supervalu 2020 with Redevelopment of North Annex Excelsior Blvd. & 11th Ave. C' C C Excelsior Blvd. & 5th Ave. B B B Excelsior Blvd. & West Ramp B C C Excelsior Blvd. & East Ramp B B B ANALYSES Standard traffic engineering practice rates the performance of intersections using a level of service (LOS) grading system from A to F. The LOS grade is based on the average amount of delay a motorist experiences at an intersection. LOS A represents minimal delay and LOS F represents intolerable delay. Typically, LOS D is the minimally acceptable LOS grade. We have analyzed current and anticipated intersection operations at eight key intersections. The existing, the year 2000 with Supervalu phase 1 expansion, and the year 2020 with Supervalu expansion and North Annex redevelopment turn movements were analyzed for the a.m. and p m peak hours under both Scenario A and Scenario B. The method used is found in the Highway Capacity Manual (HCM), and was conducted using Highway Capacity Software (HCS). This method of analysis returns LOS ratings for intersections based on estimated motorist delay. Table 7 presents the results of the HCS analyses for the existing a.m. peak hour turn movements and the forecast 2000 and 2020 a.m, peak hour turn movements for Scenario A at the four signalized intersections along Excelsior Boulevard. TABLE 7 Signalized Intersection Level of Service Analyses for A.M. Peak Hour Scenario A 1 All movements D or better except westbound left is E. Planned improvements to this intersection's geometry will eliminate this condition in the future. Noted is a current LOS E condition for the westbound left turn movement at the intersection of Excelsior Boulevard and 1 lth Avenue. Hennepin County has planned improvements for this intersection that should be implemented in 1998. These capacity improvements will resolve the current LOS problem and maintain adequate LOS in the future. The LOS results of Table 7 indicate no LOS problems associated with the future 2000 and 2020 Supervalu expansion plans during the a.m. peak hour under Scenario A. City of Hopkins -27- Traffic Study For Supervalu Expansion Intersection Existing 2000 with Supervalu 2020 with Redevelopment of North Annex 11th Ave. & 6th St. all movements B or better all movements B or better all movements B or better Excelsior Blvd. & Milwaukee St. all movements B or better all movements B or better all movements B or better Excelsior Blvd. & Jackson Ave. all movements B or better except northbound left is F all movements B or better except northbound left is F all movements B or better except northbound left is F Milwaukee St. Extension & West Frontage Road no intersection all movements B or better all movements B or better Table 8 presents the results of the HCS analyses for the existing a.m. peak hour turn movements and the forecast 2000 and 2020 a.m. peak hour turn movements for Scenario A at four key unsignalized intersections TABLE 8 Unsignalized Intersection Level of Service Analyses for A.M. Peak Hour Scenario A These analyses reveal that there currently is a LOS F condition for the northbound left turn movement from Jackson Avenue to Excelsior Boulevard during the a.m. peak hour. This LOS F condition will persist in the future with (or without) Supervalu expansion in 2000 and 2020. No other LOS difficulties are noted at any unsignalized intersection presently or in 2000 and 2020 with Supervalu expansion during the a.m. peak hour under Scenario A. Similar HCS analyses were performed on the existing, forecast 2000 with Supervalu expansion, and forecast 2020 with Supervalu expansion and North Annex redevelopment p.m. peak hour turn movements for Scenario A. Table 9 presents the results of these analyses for the signalized intersections. Table 10 presents the results of these analyses for the unsignalized intersections. The existing eastbound left turn movement at Excelsior Boulevard and 1 lth Avenue operates at LOS F. The planned improvements at this intersection will enable this problem to be solved through better signal timing. There are no other LOS problems currently at the signalized intersections. The results shown in Table 9 indicate that there will be no LOS problems associated with the 2000 and 2020 Supervalu expansion plans at the signalized intersections during the p.m. peak hour in Scenario A. We note that in order to achieve acceptable LOS at the Excelsior Boulevard and west ramp intersection that the signal cycle length will need to be increased from the current 60 seconds to 90 seconds in order to accommodate the new northbound signal phase added to the cycle. This will require that the other signal cycle lengths along Excelsior Boulevard at 5th Avenue and the east ramp will also need to be increased to 90 seconds for signal coordination. The LOS results reflect these changes to the signal cycles. City of Hopkins -28- Traffic Study For Supervalu Expansion Intersection Existing 2000 with Supervalu 2020 with Redevelopment of North Annex 1 lth Ave. & 6th St. outside range of model outside range of model outside range of model Excelsior Blvd. & Milwaukee St. all movements C or better all movements C or better ail movements C or better Excelsior Blvd. & Jackson Ave. all movements C or better except northbound left is F all movements C or better except northbound left is F all movements C or better except northbound left is F Milwaukee St. Extension & West Frontage Road no intersection all movements B or better all movements B or better Intersection Existing 2000 with Supervalu' 2020 with Redevelopment of North Annex' Excelsior Blvd. & 11th Ave. D C C Excelsior Blvd. & 5th Ave. C C C Excelsior Blvd. & West Ramp B C C Excelsior Blvd. & East Ramp 8 B B TABLE 9 Signalized Intersection Level of Service Analyses for P.M. Peak Hour Scenario A Signal cycle lengths at 5th Ave., West Ramp, and East Ramp intersections increased to 90 seconds. 2 Eastbound left turn movement is F. This condition will be eliminated with planned improvements to this intersection's geometry and adjusted signal timing in the future. TABLE 10 Unsignalized Intersection Level of Service Analyses for P.M. Peak Hour Scenario A City of Hopkins -29- Traffic Study For Supervalu Expansion The results of the unsignalized intersection analyses in Table 10 indicate that there currently is a LOS F condition for the northbound left turn movement from Jackson Avenue to Excelsior Boulevard during the p.m. peak hour. This LOS F condition will persist in the future with (or without) Supervalu expansion in 2000 and 2020. We also note that the current intersection volumes entering the 11th Avenue and 6th Street intersection exceed the HCM model's validity range limits during the p.m. peak hour. Therefore, no determination of LOS was produced by our HCS analysis of this intersection. Observations of this intersection indicate that typically the maximum delay a motorist encounters at this intersection is about 40 seconds. This would correspond to LOS E. However, the average delay would be less than 40 seconds, and so the intersection currently operates at LOS E or better. Likewise, we are unable to provide LOS analysis results for 2000 or 2020 at this intersection. No additional LOS problems are anticipated as a result of Supervalu's expansion plans in 2000 and 2020. Similar HCS analyses were conducted for the a.m. and p.m. peak hour forecasts for 2000 and 2020 under Scenario B. Table 11 shows the LOS results for the signalized intersections during the a.m. peak hour in Scenario B. No LOS problems are associated with the 2000 and 2020 Supervalu expansion plans. Table 12 shows the LOS results for the unsignalized intersections during the a.m. peak hour in Scenario B. No LOS problems are associated with the 2000 and 2020 Supervalu expansion plans. Installing a traffic signal at the Excelsior Boulevard and Jackson Avenue intersection eliminates the current LOS F condition for northbound left turns at this presently unsignalized intersection. Table 13 shows the LOS results for the signalized intersections during the p m peak hour in Scenario B. No LOS problems are associated with the 2000 and 2020 Supervalu expansion plans Table 14 shows the LOS results for the unsignalized intersections during the p.m. peak hour in Scenario B. No LOS problems are associated with the 2000 and 2020 Supervalu expansion plans. Installing a traffic signal at the Excelsior Boulevard and Jackson Avenue intersection eliminates the current LOS F condition for northbound left turns at this presently unsignalized intersection. To summarize the findings of these LOS results, we note the following points: • Current LOS problems exist for westbound left turns during the a.m. peak hour and for eastbound left turns during the p.m. peak hour at the intersection of Excelsior Boulevard and 1 lth Avenue. These current problems will be resolved when the planned improvements for this intersection are implemented in 1998. • A current LOS F condition exists both during the a.m. and p.m. peak hours for the northbound left turn movement at the intersection of Excelsior Boulevard and Jackson Avenue. This problem will persist in the future under Scenario A, but will be remedied under Scenario B by the installation of a traffic signal at this intersection. • Some delay during the p.m. peak hour has been observed at the intersection of 1 lth Avenue and 6th Street. However, this delay is not excessive. We recommend changes to the lane striping at this intersection to improve capacity. These changes are described later in this report. • The 2000 and 2020 Supervalu expansion and North Annex redevelopment plans impose no adverse LOS problems in either Scenario A or Scenario B. City of Hopkins -30- Traffic Study For Supervalu Expansion Intersection Existing 2000 with Supervalu 2020 with Redevelopment of North Annex 1 lth Ave. & 6th St. all movements B or better all movements B or better all movements B or better Excelsior Blvd. & Milwaukee St. all movements B or better no intersection no intersection Excelsior Blvd. & Jackson Ave. all movements B or better except northbound left is F signal installed signal installed Milwaukee St. Extension & West Frontage Road no intersection all movements B or better all movements B or better Intersection Existing 2000 with Supervalu 2020 with Redevelopment of North Annex Excelsior Blvd. & 11th Ave. C' C C Excelsior Blvd. & 5th Ave. B B C Excelsior Blvd. & West Ramp B B B Excelsior Blvd. & East Ramp B B B Excelsior Blvd. & Jackson Ave. no signal B B TABLE 11 Signalized Intersection Level of Service Analyses for A.M. Peak Hour Scenario B All movements D or better except westbound left is E. Planned improvements to this intersection's geometry will eliminate this condition in the future TABLE 12 Unsignalized Intersection Level of Service Analyses for A.M. Peak Hour Scenario B City of Hopkins -31- Traffic Study For Supervalu Expansion Intersection Existing 2000 with Supervalu 2020 with Redevelopment of North Annex Excelsior Blvd. & 11th Ave. D C C Excelsior Blvd. & 5th Ave. C C C Excelsior Blvd. & West Ramp B B B Excelsior Blvd. & East Ramp B B B Excelsior Blvd. & Jackson Ave. no signal B C Intersection Existing 2000 with Supervalu 2020 with Redevelopment of North Annex 11th Ave. & 6th St. outside range of model outside range of model outside range of model Excelsior Blvd. & Milwaukee St. all movements C or better no intersection no intersection Excelsior Blvd. & Jackson Ave. all movements C or better except northbound left is F . install signal install signal Milwaukee St. Extension & West Frontage Road no intersection all movements B or better all movements B or better TABLE 13 Signalized Intersection Level of Service Analyses for P.M. Peak Hour Scenario B Eastbound left turn movement is F. This condition will be eliminated with planned improvements to this intersection's geometry and adjusted signal timing in the future. TABLE 14 Unsignalized Intersection Level of Service Analyses for P.M. Peak Hour Scenario B City of Hopkins - Traffic Study For Supervalu Expansion Recommended Roadway Scenario On the basis of LOS results, Scenario B offers one advantage over Scenario A. The northbound left turn movement LOS F condition is removed at the Excelsior Boulevard and Jackson Avenue intersection. Scenario B also offers several other advantages over Scenario A, including: 1. Reduces the number of access points along Excelsior Boulevard by closing the Milwaukee Street and St. Louis Street intersections. The net result is improved safety for traffic flow along Excelsior Boulevard. 2. Flat angle intersections are eliminated and replaced by a single four -leg, right angle intersection. 3. A traffic signal is installed at Excelsior Boulevard and Jackson Avenue, thereby providing neighborhood residents of the Harley Hopkins neighborhood a signalized access to Excelsior Boulevard. 4. Scenario B lacks the south leg at the west ramp intersection of Scenario A. In initial conversations with Mn/DOT staff, Mn/DOT expressed concerns regarding intersection accident history at similarly designed freeway ramp intersections. This south leg also introduces a new railroad crossing in close proximity to the Excelsior Boulevard and west ramp intersection, and the west frontage road and Milwaukee Street intersection. The spillback of vehicle queues onto the railroad tracks becomes a concern. 5. As will be discussed later in this report, Scenario B results in less traffic on 5th Street in the Park Valley neighborhood than Scenario A. 6. Scenario B enhances access opportunities for redevelopment of the North Annex site. 7. Scenario B keeps access options available for a future transit hub located south of Excelsior Boulevard between the west and east Highway 169 ramps. Scenario A restricts such access opportunities, interfering with this possible future transit hub. The principal disadvantage of Scenario B compared with Scenario A is that extending Milwaukee Street east to gain access to Excelsior Boulevard at the Jackson Avenue intersection will require property acquisition and the removal of a few houses. The alignment of this road and the exact number of properties impacted will require further study before implementation. Scenario B also introduces a new railroad crossing on the fourth leg of Jackson Avenue north of Excelsior Boulevard. Based on the advantages Scenario B offers relative to Scenario A, we recommend that Scenario B be implemented. Several options for access at the Excelsior Boulevard and City of Hopkins -33- Traffic Study For Supervaln Expansion Jackson Avenue intersection are possible. Three options that have been considered in plans for improvements to Excelsior Boulevard are shown in Figure 12. In the first option, a cul -de -sac is constructed at the north end of Jackson Avenue, and Milwaukee Street connects to Excelsior Boulevard. In the second option, Milwaukee Street connects with Jackson Avenue, which intersects with Excelsior Boulevard. The third option is a hybrid of the other two. CHARACTERISTICS AND RECOMMENDATIONS FOR 11th AVENUE Figure 13 shows the existing striping on 1lth Avenue and our recommended striping plan for 1 lth Avenue. Currently, northbound traffic has a single lane 23 feet wide approaching 6th Street. Generally, motorists form two lines of traffic in this wide lane, one for right turns along the outer edge, the other for through and left turns. Immediately north of 6th Street the northbound traffic is faced with two lanes each 12 feet wide. At times this confuses drivers as to which lane to enter. To clear up this confusion and improve the capacity of the northbound approach at this intersection we recommend that a shoulder stripe be applied along the outer edge from 7th Street north to create a single, well - defined northbound lane mid- block. A taper in this stripe about 320 feet south of 6th Street would introduce a second northbound lane approaching 6th Street. This lane would be about 200 feet long and accommodate through traffic and right turns. We also recommend improved striping on the westbound approach to 1lth Avenue on 6th Street. Currently, westbound traffic has a single lane 22 feet wide approaching 1 1th Avenue. Generally, motorists form two lines of traffic in this wide lane, one for right turns along the outer edge, the other for left turns (and a small number of through movements). We recommend that a right turn lane and a shared through/left turn lane be created by applying appropriate striping on the approach and shoulder as shown in Figure 13. This will increase the capacity of this approach and accommodate the expected increase in westbound right turns associated with the roadway changes of Scenarios A and B. We believe overall operations will improve at this intersection if these changes are made, despite the increase in traffic at this location. The capacity improvements introduced by this striping will improve traffic flow. Two further contingency measures that are available are to 1) introduce southbound two lane operation on the approach to 6th Street and extend two lane operation northbound and southbound past 7th Street, and 2) install traffic signal control at this intersection. As discussed earlier in this report, the operation of the Excelsior Boulevard and 1 lth Avenue intersection is expected to function adequately when the planned improvements for this intersection are implemented. The Supervalu expansion plans for phase 1 and 2020 will not result in operational problems at this intersection. City of Hopkins - Traffic Study For Supervalu Expansion CITY OF HOPKINS W BENSHOOF & ASSOCIATES, INC. TRANSPORTATIONENOINEERSANDPUNNERS TRAFFIC STUDY FOR SUPERVALU EXPANSION IN HOPKINS FIGURE 12 SCENARIO B ACCESS OPTIONS FOR EXCELSIOR AND JACKSON INTESECTION CITY OF HOPKINS BENSHOOF & ASSOCIATES, INC. TAANSPORTATIONENGINEERSAND PLANNERS TRAFFIC STUDY FOR SUPERVALU EXPANSION IN HOPKINS FIGURE 13 EXISTING AND RECOMMENDED LANE STRIPING ON 11TH AVENUE AND 6TH STREET PEDESTRIAN AND BICYCLE SYSTEM Currently, there are sidewalks along both sides of 1 lth Avenue north of 6th Street. South of 6th Street the sidewalk is only on the east side. A segment of sidewalk also exists along the south side of 5th Street between 6th Street and 7th Avenue in front of the Westside Business Park. This discontinuity in sidewalks makes pedestrian access between the Park Valley neighborhood and downtown Hopkins difficult and unpleasant Clearly, there is a need to connect the neighborhood with the broader pedestrian system. Also, there is no sidewalk along 5th Street between the neighborhood and Buffer Park. Neighborhood residents have indicated their desire for a sidewalk system to connect their neighborhood with Buffer Park. Figure 14 shows our recommendations for the pedestrian and bicycle trail system within the study area. We recommend that a sidewalk be constructed along the south side of 5th Street from 7th Avenue east along the frontage of Buffer Park to 2nd Avenue. This would connect the neighborhood along 5th Street to Buffer Park on the east and the existing bituminous path west of 7th Avenue. We also recommend construction of three other segments of new sidewalk: 1. Along 6th Street between 1 lth Avenue and 5th Street. This will connect the neighborhood with the existing sidewalks along 1lth Avenue, improving pedestrian access to and from downtown Hopkins and the existing trail to the southwest along the Hennepin County Railroad Authority right -of -way. 2. Along the proposed west frontage road from 2nd Avenue to the proposed Milwaukee Street extension. This will provide the neighborhood with pedestrian access to the north and east. 3. Along Milwaukee Street from 5th Avenue to Jackson Avenue. This will direct pedestrians to either 5th Avenue, to gain access to downtown Hopkins, or to the east. Pedestrians headed east may gain access to the old depot site opposite the Highway 169 east ramps or continue east to reach the existing sidewalk system along Excelsior Boulevard. The old depot site may prove to be a popular attraction in the future as a coffee shop, transit hub, and trailhead for a future regional trail to the north along the east frontage of Highway 169. We do not have a recommendation at this time regarding on which side of the street to build these three additional segments of sidewalk. Further study will need to be conducted to establish this detail. If a transit hub (or LRT station) is constructed at the depot site, a means for pedestrians to cross over the railroad tracks will need to be provided. Pedestrians should be provided with a safe and direct means between the site and any sidewalk along Milwaukee Street. City of Hopkins -37- Traffic Study For Supervalu Expansion APPROXIMATE SCALE ' EXISTING PEDESTRIAN/BICYCLE SIDEWALK/TRAIL PROPOSED SIDEWALK ON SOUTH SIDE OF 5TH ST. u•k• • •■• • - • RECOMMENDED SIDEWALKS ALONG OTHER STREETS - .4 >, WHICH SIDE OF STREET YET TO BE DETERMINED tr.!, FUTURE REGIONAL TRAILS TRAFFIC STUDY FOR SUPERVALU EXPANSION IN HOPKINS FIGURE 14 PEDESTRIAN AND BICYCLE TRAIL SYSTEM CITY OF HOPKINS W BENSHCOF & ASSOCIATES, INC. TRAPISPORTATIONENGINEERSANDPLANNERS CHARACTERISTICS AND RECOMMENDATIONS FOR 5th STREET 5th Street is currently classified as a collector. The road width on 5th Street varies from 51 feet near 2nd Avenue to 29 feet at a point roughly 250 feet west of the Hennepin County Public Works driveway. The road width remains 29 feet from this point west to 6th Avenue, The road width then widens to 36 feet between 6th Avenue and 7th Avenue, and finally to 42 feet west of 7th Avenue. Presently, parking is prohibited on the north side of 5th Street from 2nd Avenue to 7th Avenue, and again from about 200 feet east of the Supervalu driveway to 6th Street. Parking is prohibited on the south side from 6th Street to 7th Avenue. The effect of these parking regulations is to allow parking on the north side in front of the Westside Business Park and on the south side along the frontage of Buffer Park and the residential blocks between 7th Avenue and Buffer Park. At its narrowest point, not enough roadway width is available to safely accommodate two -way traffic flow and parking on one side of 5th Street. We have forecasted the daily traffic volumes for 5th Street and 2nd Avenue for the year 2000 and the year 2020. Table 15 shows the existing traffic counts for these streets and the forecast volumes for roadway Scenario A. TABLE 15 Daily Traffic Volumes on 5th Street and 2nd Avenue for Scenario A City of Hopkins -39- Traffic Study For Supervalu Expansion Anticipated Daily Traffic Volume Existing Roadway System with Year 2000 with Phase 1 Year 2020 with Location Existing Daily Nine Mile Cove Supervalu Supervalu Traffic Residential Development Development Development 5th Street west of 6th Avenue 5600 5650 5000 5500 5th Street east of 6th Avenue 3450 3550 5800 6400 2nd Avenue north of 7th 4450 4600 3350 3700 Street CHARACTERISTICS AND RECOMMENDATIONS FOR 5th STREET 5th Street is currently classified as a collector. The road width on 5th Street varies from 51 feet near 2nd Avenue to 29 feet at a point roughly 250 feet west of the Hennepin County Public Works driveway. The road width remains 29 feet from this point west to 6th Avenue, The road width then widens to 36 feet between 6th Avenue and 7th Avenue, and finally to 42 feet west of 7th Avenue. Presently, parking is prohibited on the north side of 5th Street from 2nd Avenue to 7th Avenue, and again from about 200 feet east of the Supervalu driveway to 6th Street. Parking is prohibited on the south side from 6th Street to 7th Avenue. The effect of these parking regulations is to allow parking on the north side in front of the Westside Business Park and on the south side along the frontage of Buffer Park and the residential blocks between 7th Avenue and Buffer Park. At its narrowest point, not enough roadway width is available to safely accommodate two -way traffic flow and parking on one side of 5th Street. We have forecasted the daily traffic volumes for 5th Street and 2nd Avenue for the year 2000 and the year 2020. Table 15 shows the existing traffic counts for these streets and the forecast volumes for roadway Scenario A. TABLE 15 Daily Traffic Volumes on 5th Street and 2nd Avenue for Scenario A City of Hopkins -39- Traffic Study For Supervalu Expansion The Nine Mile Cove residential development is presently under construction at the south end of 2nd Avenue at Minneapolis Floral Road. This development is expected to be fully occupied prior to 2000. The additional volume this development is expected to generate was calculated in earlier work our firm conducted regarding this development. It is based on applying trip generation rates published by ITE to the number of residential units being constructed. The year 2000 forecasts include the Nine Mile Cove trips, the rerouting of traffic on the new Scenario A roadway system, the removal of trips associated with land uses eliminated on the proposed Supervalu site, and the additional new trips associated with the new grocery facility. The 2020 forecasts were derived by applying an annual growth rate of 0.5% to the year 2000 forecasts. Similarly, we have forecasted the daily traffic volumes for 5th Street and 2nd Avenue for the year 2000 and the year 2020 under Scenario B. Table 16 shows the existing traffic counts for these streets and these forecast volumes. City of Hopkins TABLE 16 Daily Traffic Volumes on 5th Street and 2nd Avenue for Scenario B Comparing Tables 15 and 16, it is apparent that Scenario B results in lower daily traffic volumes on 5th Street. The Metropolitan Council guidelines for roadway classification define a collector street as having daily traffic volumes of 1,000 to 15,000 vehicles. The current volumes on 5th Street and all subsequent future volumes on 5th Street meet these -40- Traffic Study For Supervalu Expansion Anticipated Daily Traffic Volume Existing Roadway System with Year 2000 with Phase 1 Year 2020 with Location Existing Daily Nine Mile Cove Supervalu Supervalu Traffic Residential Development Development Development 5th Street west of 6th Avenue 5600 5650 4250 4700 5th Street east of 6th Avenue 3450 3550 4950 5450 2nd Avenue north of 7th 4450 4600 3600 4000 Street The Nine Mile Cove residential development is presently under construction at the south end of 2nd Avenue at Minneapolis Floral Road. This development is expected to be fully occupied prior to 2000. The additional volume this development is expected to generate was calculated in earlier work our firm conducted regarding this development. It is based on applying trip generation rates published by ITE to the number of residential units being constructed. The year 2000 forecasts include the Nine Mile Cove trips, the rerouting of traffic on the new Scenario A roadway system, the removal of trips associated with land uses eliminated on the proposed Supervalu site, and the additional new trips associated with the new grocery facility. The 2020 forecasts were derived by applying an annual growth rate of 0.5% to the year 2000 forecasts. Similarly, we have forecasted the daily traffic volumes for 5th Street and 2nd Avenue for the year 2000 and the year 2020 under Scenario B. Table 16 shows the existing traffic counts for these streets and these forecast volumes. City of Hopkins TABLE 16 Daily Traffic Volumes on 5th Street and 2nd Avenue for Scenario B Comparing Tables 15 and 16, it is apparent that Scenario B results in lower daily traffic volumes on 5th Street. The Metropolitan Council guidelines for roadway classification define a collector street as having daily traffic volumes of 1,000 to 15,000 vehicles. The current volumes on 5th Street and all subsequent future volumes on 5th Street meet these -40- Traffic Study For Supervalu Expansion guidelines in both Scenarios A and B. A sample of other residential collector streets in Hopkins indicates that the existing and forecast daily volumes for 5th Street are not unusually high. The most recent weekday average daily volume recorded for 5th Avenue north of 1st Street is 6,800 vehicles. The most recent weekday average daily volumes recorded for 12th Avenue are 2,500 vehicles north of 1st Street and 4,500 vehicles south of Highway 7. Figure 15 shows an existing plan view of 5th Street. The 5th Street right -of -way width is 66 feet between 7th Avenue and 6th Avenue. It is 63 feet between 6th Avenue and the west edge of Buffer Park. The right -of -way is 66 feet wide along the frontage of Buffer Park. The 5th Street pavement width is 36 feet between 7th Avenue and 6th Avenue. A centerline stripe divides 5th Street into a single westbound traffic lane 18 feet wide and a single eastbound traffic and parking lane 18 feet wide. East of 6th Avenue to a point about 500 feet east of the west edge of Buffer Park, the pavement width is 29 feet. A centerline stripe divides 5th Street into a single westbound traffic lane 14 feet 6 inches wide and a single eastbound traffic and parking lane 14 feet 6 inches wide. Recommended Plan For 5th Street Figure 16 shows our recommended concept plan for 5th Street with parking only along the frontage of Buffer Park. We propose that the right -of -way be widened by 4 feet to the north to a width of 70 feet between 7th Avenue and 6th Avenue. The proposed pavement width is 30 feet. Shoulder stripes are applied 4 feet from each curb. A center stripe divides 5th Street into a single westbound traffic lane 11 feet wide and a single eastbound traffic lane 11 feet wide. The narrower traffic lanes will help control vehicle speeds on 5th Street. We recommend the construction of a sidewalk 6 feet wide placed 6 feet from the south curb. The north boulevard is 10 feet wide (the City's minimum design width). Residents along this block will not lose any boulevard area as a result of these changes to 5th Street. We emphasize that all widening of the right -of -way would occur on the north side of 5th Street, so there would be no loss of private property along the south side of 5th Street. We propose that the right -of -way be widened by 4 feet to the north to a width of 67 feet between 6th Avenue and the west edge of Buffer Park, and to 70 feet between the west edge of Buffer Park and a point 500 feet east. We propose a pavement width of 30 feet between 6th Avenue and the west edge of Buffer Park. Shoulder stripes are applied 4 feet from each curb. A center stripe divides 5th Street into a single westbound traffic lane 11 feet wide and a single eastbound traffic lane 11 feet wide. The narrower traffic lanes will help control vehicle speeds on 5th Street. We recommend the construction of a sidewalk 6 feet wide placed 6 feet from the south curb. The north boulevard is 10 feet wide (the City's minimum design width). There will be no change in the width of the south boulevard as a result of these changes to 5th Street. We emphasize that all widening of the right -of -way would occur on the north side of 5th Street, so there would be no loss of private property along the south side of 5th Street. City of Hopkins -41- Traffic Study For Supervalu Expansion 3f)N3AV H19 m 3O N3AV HIL AVM3NHO )19149 SSHMS09301S193M 4, 1 Z i W o ow v,, a= ; LL o So co "1 co 8> 1 / 1 3f1N3AV H19 3 3AVH12 AVM3AINOJ1BYd SS3NISNB 3012193M E b • w I 3IN3AV � Q • r Between the west edge of Buffer Park and a point near the east edge of the ballfield, we propose a pavement width of 36 feet. This will accommodate a parking bay along the frontage of Buffer Park. A shoulder stripe is applied 4 feet from the north curb. A centerline separates a single westbound traffic lane from a single eastbound traffic lane, each 11 feet wide A parking lane 10 feet wide is provided between the eastbound traffic lane and the south curb, We recommend the construction of a sidewalk 6 feet wide along the south curb. The north boulevard is 10 feet wide (the City's minimum design width). A variation of this concept is shown in Figure 17. This recommended concept plan features parking along the south side of 5th Street between 7th Avenue and 2nd Avenue. The pavement width is 36 feet where parking bays are provided, 30 feet elsewhere. The total estimated construction cost for this concept is about $433,000 including roadway and public utilities (see Appendix for details). Alternative Plan For 5th Street At the initial neighborhood meeting, Park Valley residents expressed concerns regarding the impact the project would have on 5th Street, At issue were the increase in traffic on 5th Street and separation between the neighborhood, 5th Street, and the Supervalu site. A concept plan for 5th Street was proposed by Park Valley residents as an outcome of this meeting. This concept features a cul -de -sac at the east end of 5th Street by Buffer Park, and a new street constructed parallel to 5th Street between 7th Avenue and 2nd Avenue. We examined the parallel 5th Street concept proposed by the residents and developed it into the plan view shown in Figure 18. This plan features no changes to the portion of existing 5th Street other than the construction of a cul -de -sac at Buffer Park. A new 5th Street is constructed to the north and parallel with the existing 5th Street. The proposed pavement width of the new road is 30 feet, with shoulder stripes 4 feet from each curb and travel lanes each 11 feet wide. Parking is prohibited on new 5th Street in this concept. The neighborhood residents proposed this concept primarily due to the forecast increase in traffic on 5th Street east of 6th Avenue and a desire for an increased buffer zone. From a traffic engineering viewpoint, it is not necessary to construct a new parallel road to accommodate the increased volume. The volume projections meet Metropolitan Council guidelines for collectors and also are consistent with other residential collector routes in the City. Improving 5th Street to meet and exceed Mn/DOT Municipal State Aid standards for collector streets, as proposed in Figures 16 and 17, is adequate for accommodating the increased traffic volumes. The costs associated with a new parallel 5th Street need to be considered. This should include new construction costs relative to costs for rebuilding and improving 5th Street as proposed in Figures 16 and 17. The total estimated construction cost for this concept is about $524,000 including roadway and public utilities (see Appendix for details). This is about $91,000 more than our recommended concept plan. Additional maintenance costs (such as snow plowing and repairs) associated with a second road should also be City of Hopkins -44- Traffic Study For Supervalu Expansion a__ 33Att 3174AV _ /1/1000010■0=10111N 0 b \\ 0 CO a w CO 1/ 2..§ • g co E CD t} S3M W' 1 n 3nN3AV.W9 3nN3AVN1L tag 3 �s Zt 3nN3AV ON3 `1 3ON3AVNL9 w J J O • 3 LL 3 j • 53 CC z W N LL a 4in J considered in any cost analysis. We do not have estimates for these additional maintenance costs. The amount of land consumed by this concept plan is substantial. A right -of -way about 150 feet wide would be needed. This width is necessary to adequately separate the new 5th Street from the existing 5th Street. The required minimal amount of stacking and turning space for vehicles at the north end of 7th Avenue was used to determine this spacing. A separation of about 50 feet between the curbs of each road is needed to allow two vehicles to wait at the 7th Avenue stop line approaching the new 5th Street without blocking the existing 5th Street. This separation is also needed to allow passenger cars to comfortably turn at each corner of the two successive intersections on 7th Avenue. An added difficulty associated with this concept is the ownership status of the land needed to construct a parallel road. Supervalu will lease the land north of 7th Avenue on a long term basis. This property will not be controlled by Supervalu, and it is uncertain at this time as to whether the current property owner would be willing to dedicate the substantial amount of right -of -way needed for a new 5th Street. We do not recommend this concept and discourage its implementation for the following reasons: • The total cost associated with a second parallel route is 20 percent greater than the cost for a single improved 5th Street. • The large quantity of right -of -way required for a second route diminishes the usable land area for Supervalu's development, and possibly the buffer area between Supervalu and 5th Street. • There is no reason from a traffic engineering viewpoint to construct a parallel route when an improved 5th Street will adequately serve its intended collector function. The improvements we have proposed in Figures 16 and 17 will enable 5th Street to accommodate increased traffic, control vehicle speeds, and provide separation between pedestrian and vehicular traffic. As an alternative to constructing a parallel 5th Street that requires substantial right -of- way, yet respects the neighborhood's desire for greater separation between residences and 5th Street, Supervalu proposed the alternative shown in Figure 19. This represents improvements to 5th Street similar to those we have recommended in Figures 16 and 17, but increases the boulevard area south of 5th Street. A pavement width of 30 feet is proposed between 7th Avenue and Buffer Park, providing for travel lanes each 11 feet wide and shoulder stripes four feet from each curb. The right -of -way would be widened an additional 20 feet beyond that proposed in Figures 16 and 17 to a width of 90 feet between 7th Avenue and 6th Avenue and along the frontage of Buffer Park. The right -of- way would be 87 feet wide between 6th Avenue and the west edge of Buffer Park. This increase in right -of -way width would be accompanied by an additional northward shift of City of Hopkins 47- Traffic Study For Supervalu Expansion 0 3 Om oj3 o� O rn = m ;Jig m 0 71 0 C m CO 5T1-1 AVENUE 2N0 AVENUE Wit WESTSIDE BUSINESS PARK DRIVEWAY 7TH AVENUE 6TH AVENUE r ALLEY �II g N - g m 1 the 5th Street alignment so that residents along the south side of 5th Street would gain about 20 feet of boulevard area. This area could be landscaped to provide increased screening between the neighborhood and 5th Street. This alternative accommodates the forecast traffic volumes for 5th Street and increases the separation between residences and 5th Street. We do not have an estimated construction cost for this concept plan. 5th Street Truck Restrictions Currently, trucks are prohibited on 5th Street east of 6th Avenue and also on 2nd Avenue. A truck route serving local businesses currently is designated between 1 lth Avenue and Excelsior Boulevard via 6th Street from 11th Avenue to 5th Street, 5th Street from 6th Street to 6th Avenue, and on 6th Avenue, Railroad Boulevard, 3rd Street, and 5th Avenue to Excelsior Boulevard. When 3rd Street, Railroad Boulevard, and 6th Avenue are vacated for Supervalu's expansion, the only portions of this truck route which would remain are 6th Street from 11th Avenue to 5th Street and 5th Street from 6th Street to 6th Avenue. This would create a dead end situation at the intersection of 5th Street and 6th Avenue. Therefore, we are recommending modifications to the present truck regulations to avoid this dead end situation. We have identified two options for modifying truck regulations. City of Hopkins 1. Remove all current truck prohibitions on 5th Street east of 6th Avenue and on 2nd Avenue, thereby allowing truck traffic use of 5th Street and 2nd Avenue between 11th Avenue and Highway 169. 2. Extend current truck prohibitions west on 5th Street and 6th Street to 11th Avenue and north from 2nd Avenue on the new west frontage road to 3rd Street. Extending the truck prohibitions west to 11th Avenue would prevent trucks from reaching the Westside Business Park. To enable trucks to reach the Westside Business Park, special roadside signing and ordinance language would be needed to exempt Westside Business Park traffic from this prohibition. -49- Traffic Study For Supervalu Expansion APPENDIX OF COST ESTIMATES The following eight pages provide details concerning the estimated costs associated with improvements to 5th Street and construction of a new parallel 5th Street. The total estimated cost for improving 5th Street is about $433,000. The total estimated cost for constructing a new parallel 5th Street is about $524,000. City of Hopkins -50- Traffic Study For Supervalu Expansion 10m rieke Carroll muller associates, inc. engineers architects land surveyors equal opportunity employer years of helping build communities • • 10901 red circle dr. post office box 130 minnetonka, mn 55343 -0130 (612) 935 -6901 fax (612) 935 -8814 www.rcm- assoc.com Mr. Peter A. Hultgren Transportation Engineer Benshoof & Associates, Inc. 7301 Ohms Lane, Suite 500 Edina, MN 55439 Re: City of Hopkins Proposed SuperValu Expansion Fifth Street South Alternatives Preliminary Cost Estimates RCM File No.: 10424.01 Dear Mr. Hultgren: Please find enclosed detailed preliminary cost estimates for the two alternatives for improving 5th Street South between 2nd Avenue South and the existing alignment west of 7th Avenue South. We have discussed the alternatives previously. Also, yesterday you forwarded to me by facsimile drawings of geometries of the proposed alternatives and of the existing roadway. The two alternatives are improving 5th Street South generally along its present alignment, or constructing a second street north of and parallel to existing 5th Street with a cul -de -sac near the east end of existing 5th Street South Our cost estimates are based upon those drawings, available City maps that we have in our files, and "windshield surveys ". The estimates are preliminary in that they have been prepared using readily available information only. No effort has been made to determine topography to any degree of precision, to locate existing utilities and their depths, nor to prepare a detailed stormwater management design to address modifications to the existing storm sewer system that are perceived to be necessitated by each of the alternatives. Nevertheless, as the detailed cost estimates should indicate, we did use care (with due regard to the above comments) in preparing the estimated cost data to provide the best possible initial cost comparison of the alternatives. Assumptions that we made while approximating the costs include the following: • December 3, 1997 Removing, relocating, or modifying buildings, pavement, curbs, fences, utilities, etc. that are situated on property that is currently outside of the right of way but that will be within the proposed new right of way will be done by others outside the purview of a City contract. • Right of way acquisition costs are not included in our figures. • No costs for relocating, replacing, or modifying existing private utilities- gas, electric, telephone, fiber optics, and cable television- have been contemplated. Mr. Peter A. Hultgren December 3, 1997 Page 2 The area that we assumed in preparing the calculations is roughly bounded on the east by the east right of way line of 2nd Avenue South, and on the west by the intersection of the proposed alignment of 5th Street with the existing alignment of 5th Street west of 7th Avenue South. The location of that intersection is somewhat nebulous for both alternatives due to the curvature that is involved. The parallel option is considerably more difficult to estimate with confidence because the new alignment would be about 80 feet north of the existing roadway east of 7th Avenue. Consequently, the curvature toward the southwest would require a greater distance to accomplish the intersection with the existing street. We did not lay out the curvature and intersection for either proposed option, but rather estimated the location of the intersection of the proposed curvature of the street with the existing curvature. For each of the two alternatives, the itemized cost estimates include perceived construction involving the water distribution system, the storm sewer system, and street- related work. Miscellaneous costs including engineering, administration, legal, and contingencies are added to the estimated construction cost to arrive at a preliminary estimated total cost for each of the three categories of construction for each of the two alternatives. If there are any questions or comments please call me. We look forward to working with you in a similar capacity on the remainder of this project. Sincerely, RIEKE CARROLL MULLER, ASSOCIATES, INC. ugen5'L. Anderson, P.E. enc. Item No. Item Description Unit Estimated Quantity Estimated Unit Price Amount 2101.502 Clearing TREE 3 $100.00 $300.00 2101.507 Grubbing TREE 3 $50.00 $150.00 2104.501 Remove Curb and Gutter LF 3,600 $3.00 $10,800.00 2104.505 Remove Pavement SY 8,100 $2.00 $16,200.00 2104.511 Sawing Concrete Pavement (Full Depth) LF 40 $5.00 $200.00 2104.513 Sawing Bituminous Pavement (Full Depth) LF 350 $2.00 $700.00 2105.501 Common Excavation CY 4,300 $3.00 $12,900.00 2105.525 Topsoil Borrow (CV) CY 730 $9.00 $6,570.00 2105.609 Geotextile Fabric Type V SY 9,400 $1.50 $14,100.00 2211.503 Aggregate Base (CV) Modified Class 5, 100% Crushed CY 3,500 $16.00 $56,000.00 2232.501 Mill Bituminous Surface (1.5 ") SY 40 $1.00 $40.00 2340.508 Type 41A Wearing Course Mixture TON 750 $29.00 $21,750.00 2340.514 Type 31B Base Course Mixture TON 1,000 $26.00 $26,000.00 2357.502 Bituminous Material for Tack Coat GAL 400 $1.25 $500.00 2502.541 4" PE Corrugated Perforated Pipe Drain LF 4,400 $6.00 $26,400.00 2502.601 Connect Into Existing Drainage Structure EA 2 $200.00 $400.00 2506.522 Adjust Frame and Ring Casting EA 21 $200.00 $4,200.00 2521.501 4" Concrete Walk (6' Wide) SF 8,100 $2.50 $20,250.00 2521.511 3" Bituminous Walk SF 450 $1.50 $675.00 2531.501 Concrete Curb and Gutter, Design 8618 LF 4,250 $8.00 $34,000.00 2531.507 8" Concrete Driveway Pavement SY 135 $28.00 $3,780.00 2563.601 Traffic Control LS 1 $2,000.00 $2,000.00 2564.603 4" Solid Line White - Paint LF 3,650 $0.15 $547.50 2564.603 24" Stop Line White - Paint LF 80 $2.00 $160.00 2564.603 4" Double Solid Line Yellow - Paint LF 1,900 $0.30 $570.00 2564.604 Zebra Crosswalk White - Paint SF 1,700 $4.00 $6,800.00 2573.501 Bale Check EA 10 $6.00 $60.00 2573.502 Silt Fence, Heavy Duty LF 100 $3.00 $300.00 257,3.602 Inlet Sediment Trap EA 8 $50.00 $400.00 2573.602 Temporary Rock Construction Entrance EA 2 $800.00 $1,600.00 2575.505 Sodding Type Lawn SY 6,500 $1.70 $11,050.00 Subtotal $279,402.50 15% Contingency $41,910.38 Engineering, Administrative, and Legal Costs $64,262.58 Preliminary Estimated Total Cost $385,575.45 City of Hopkins Proposed Street and Miscellaneous Construction in Conjunction With Proposed SuperValu Expansion Preliminary Estimate of Construction Cost Improved 5th Street South from 2nd Avenue South to West of 7th Avenue South Item No. Item Description Unit Estimated Quantity Estimated Unit Price Amount 2104.501 Remove Sewer Pipe (Storm) LF 70 $5.00 $350.00 2104.509 Remove Manhole or Catch Basin EA 4 $200.00 $800.00 2503.541 12" RC Pipe Sewer Design 3006 C1 V LF 50 $24.00 $1,200.00 2503.541 15" RC Pipe Sewer Design 3006 CI V LF 440 $27.00 $11,880.00 2503.541 18" RC Pipe Sewer Design 3006 CI III LF 220 $27.50 $6,050.00 2506.502 Construct Drainage Structure Design 477 EA 2 $1,200.00 $2,400.00 2506.502 Construct Drainage Structure Design 48 -4020 EA 5 $1,500.00 $7,500.00 2506.602 Connect Into Existing Drainage Structure EA 3 $200.00 $600.00 Subtotal $30,780.00 15% Contingency $4,617.00 Engineering, Administrative, and Legal Costs $7,079.40 Preliminary Estimated Total Cost $42,476.40 City of Hopkins Proposed Storm Sewer Construction in Conjunction With Proposed SuperValu Expansion Preliminary Estimate of Construction Cost Improved 5th Street South from 2nd Avenue South to West of 7th Avenue South Item No. Item Description Unit Estimated Quantity Estimated Unit Price Amount 2104.523 Salvage Hydrant & Valve EA 1 $450.00 $450.00 2504.602 Connect to Existing Watermain EA 1 $500.00 $500.00 2504.602 Hydrant EA 1 $1,600.00 $1,600.00 2504.602 6" Gate Valve and Box EA 1 $500.00 $500.00 2504.603 6" Watermain - Ductile Iron Class 52 LF 15 $20.00 $300.00 2504.620 Watermain Fittings LB 65 $1.50 $97.50 Subtotal $3,447.50 15% Contingency $517.13 Engineering, Administrative, and Legal Costs $792.93 Preliminary Estimated Total Cost $4,757.55 City of Hopkins Proposed Watermain Construction in Conjunction With Proposed SuperValu Expansion Preliminary Estimate of Construction Cost Improved 5th Street South from 2nd Avenue South to West of 7th Avenue South Item No. item Description Unit Estimated Quantity Estimated Unit Price Amount 2101.502 Clearing TREE 11 $100.00 $1,100.00 2101.507 Grubbing TREE 11 $50.00 $550.00 2104.501 Remove Curb and Gutter LF 2,300 $3.00 $6,900.00 2104.505 Remove Pavement SY 8,200 $2.00 $16,400.00 2104.511 Sawing Concrete Pavement (Full Depth) LF 40 $5.00 $200.00 2104.513 Sawing Bituminous Pavement (Full Depth) LF 450 $2.00 $900.00 2105.501 Common Excavation CY 9,000 $3.00 $27,000.00 2105.525 Topsoil Borrow (CV) CY 1,450 $9.00 $13,050.00 2105.609 Geotextile Fabric Type V SY 11,400 $1.50 $17,100.00 2211.503 Aggregate Base (CV) Modified Class 5, 100% Crushed CY 4,000 $16.00 $64,000.00 2232.501 Mill Bituminous Surface (1.5 ") SY 75 $1.00 $75.00 2340.508 Type 41A Wearing Course Mixture TON 900 $29.00 $26,100.00 2340.514 Type 31B Base Course Mixture TON 1,200 $26.00 $31,200.00 2357.502 Bituminous Material for Tack Coat GAL 500 $1.25 $625.00 2502.541 4" PE Corrugated Perforated Pipe Drain LF 5,400 $6.00 $32,400.00 2502.601 Connect Into Existing Drainage Structure EA 2 $200.00 $400.00 2506.522 Adjust Frame and Ring Casting EA 20 $200.00 $4,000.00 2521.501 4" Concrete Walk (6' Wide) SF 8,400 $2.50 $21,000.00 2521.511 3" Bituminous Walk SF 1,100 $1.50 $1,650.00 2531.501 Concrete Curb and Gutter, Design 6618 LF 5,400 $8.00 $43,200.00 2563.601 Traffic Control LS 1 $2,000.00 $2,000.00 2564.603 4" Solid Line White - Paint LF 4,000 $0.15 $600.00 2564.603 24" Stop Line White - Paint LF 45 $2.00 $90.00 2564.603 4" Double Solid Line Yellow - Paint LF 2,300 $0.30 $690.00 2564.604 Zebra Crosswalk White - Paint SF 1,100 $4.00 $4,400.00 2573.501 Bale Check EA 10 $6.00 $60.00 2573.502 Silt Fence, Heavy Duty LF 100 $3.00 $300.00 2573.602 Inlet Sediment Trap EA 7 $50.00 $350.00 2573.602 Temporary Rock Construction Entrance EA 2 $800.00 $1,600.00 2575.501 Seeding with Topsoil and Mulch AC 0.8 $2,000.00 $1,600.00 2575.505 Sodding Type Lawn SY 13,000 $1.70 $22,100.00 Subtotal $341,640.00 15% Contingency $51,246.00 Engineering, Administrative, and Legal Costs $78,577.201 Preliminary Estimated Total Cost $471,463.20 City of Hopkins Proposed Street and Miscellaneous Construction in Conjunction With Proposed SuperValu Expansion Preliminary Estimate of Construction Cost Parallel 5th Street South from 2nd Avenue South to West of 7th Avenue South Item No. Item Description Unit Estimated Quantity Estimated Unit Price Amount 2104.501 Remove Sewer Pipe (Storm) LF 65 $5.00 $325.00 2104.509 Remove Manhole or Catch Basin EA 2 $200.00 $400.00 2503.541 12" RC Pipe Sewer Design 3006 CI V LF 100 $24.00 $2,400.00 2503.541 15" RC Pipe Sewer Design 3006 CI V LF 320 $27.00 $8,640.00 2503.541 36" RC Pipe Sewer Design 3006 CI II LF 50 $65.00 $3,250.00 2506.502 Construct Drainage Structure Design 477 EA 3 $1,200.00 $3,600.00 2506.502 Construct Drainage Structure Design 48 -4020 EA 2 $1,500.00 $3,000.00 2506.502 Construct Drainage Structure Design 84 -4020 EA 1 $5,500.00 $5,500.00 2506.502 Construct Drainage Structure Design 96 -4020 EA 1 $7,000.00 $7,000.00 2506.602 Connect Into Existing Drainage Structure EA 1 $200.00 $200.00 Subtotal $34,315.00 15% Contingency $5,147.25 Engineering, Administrative, and Legal Costs $7,892.45 Preliminary Estimated Total Cost $47,354.70 City of Hopkins Proposed Storm Sewer Construction in Conjunction With Proposed SuperValu Expansion Preliminary Estimate of Construction Cost Parallel 5th Street South from 2nd Avenue South to West of 7th Avenue South Item No. Item Description Unit Estimated Quantity Estimated Unit Price Amount 2104.523 Salvage Hydrant & Valve EA 1 $450.00 $450.00 2504.602 Connect to Existing Watermain EA 1 $500.00 $500.00 2504.602 Hydrant EA 1 $1,600.00 $1,600.00 2504.602 6" Gate Valve and Box EA 1 $500.00 $500.00 2504.603 6" Watermain - Ductile Iron Class 52 LF 40 $20.00 $800.00 2504.620 Watermain Fittings LB 65 $1.50 $97.50 Subtotal $3,947.50 151/4 Contingency $592.13 Engineering, Administrative, and Legal Costs $907.93 Preliminary Estimated Total Cost $5,447.55 City of Hopkins Proposed Watermain Construction in Conjunction With Proposed SuperValu Expansion Preliminary Estimate of Construction Cost 3rd Street South from 5th Avenue South to Frontage Road West of T.H. 169, and Frontage Road West of T.H. 169 from 3rd Street South to Approx. 600 ft. South of 3rd Street South Parallel 5th Street South from 2nd Avenue South to West of 7th Avenue South January 26, 1998 Hopkins City Council _Hopkins Planning and Zoning Commission Mr. Steve Stadler, Director, Public Works Mr. Tim Kerrigan, Planning & Economic Development Director 1010 South 1st Street Hopkins, MN 55343 Dear Members: The Park Valley Association met at a special meeting on January 19, 1998, to discuss the proposed Super Valu project. As you requested, we are informing you of the results of that meeting. The neighborhood came to a consensus on the following aspects of the development: 1. They would like a solid screening wall made of wood. Shrubbery and berming should be installed next to the wall 2. A sidewalk/trail should be located on the south side of the street. We are asking the City of Hopkins to maintain the sidewalk/traiL 3. There will continue to be no truck traffic on 5th Street and 2nd Avenue. 4. Place three way stop signs on 5th Street at 2nd, 5th, 6th, and 7th Avenues. 5. Instal a trail system, and connect it to the existing system that is next to Knox Lumber.. 6. Create a parking bay at Buffer Park. 7. The berm to be created on 5th Street should not connect to the berm on 2nd Avenue. The berms should just exist on the edges of the park. Buffer Park should be easily visible from 5th Street. The neighborhood voted in favor of Proposal D, Altemative B. This design was created by Super Valu after the Hopkins Planning and Zoning Commission meeting held on January 8, 1998. The Park Valley Association will be confirming these decisions at the City Council meeting to be held on February 3, 1998. If you have any questions regarding this information, please contact me at 930 -3681. Thank you for your interest in this matter. Sincerely, Gall Navratil President, Park Valley Association NO11DIM.SNOD 2IOd ION A NVNI■nJad 1N0!S 1S3M .uiva,.ai ., u,ulnLl:. r •!runl�l! a.,. 1wmutl: ud llrlaliu'il' i, Id i ,null IIl,F Il Il ll' i.,i Il��i lll, 111 l ii pll. naln Ilpp 11 .„ j dllu l l 'i 691 °Nno9 HilION 691 04119 winos a a a 1 .N: . 3 ( r D I� � 3AV 41L d 0 te SNOILD0S 1331115419x, 'NW 'SNIVdOH ' 36 M • HINDS 133815 41S Ols ; o1, J 11-1VA213dfS 1 �I N QS x I _i W H Z J L H 77 5 J J) CV Cf P re' r 0 0 NOI.0f1211SNOD 80J ION ,k VNIWI1]&I 1k UVON 3OVLNO99159M �i n nl a 11.0110 L.II'Ill 691 0N11O9 H1YON 691 QJO09 HINDS luln 1 blllll11111, ,L111 'II ,,a rli Llull ul .L I J uII :}1 ;: ll �I Iva_ L' H'J _ (l I I :' I In I II II f: 1 loc 3AV Pig Z 3AV 4U < 1 –J ?I eci vl _ ay' LLJ COI' ca a'. Z Q' J! SNOIll35 133a1S 415 z, 'NW 'SNINdOH Htnos 133NtS 415 n1VA213dnS 0 0 , l c • 0 0, ZI _ zi G LJJ x ` ry- 9 H !7'i7nY i �� b r7 G / Q C 0 Z O � UHT Li ' W LLI ✓ l l L 1 UNOFFICIAL ZONING AND PLANNING COMMISSION MINUTES January 8, 1998 A special meeting of the Zoning and Planning Commission was held on Thursday, January 8, 1998, at 6:30 p.m. in the Council Chambers of Hopkins City Hall. Present were Commission members Sid Blair, Dorothy Boen, Randy Engel, Roger Gross, Pat Gleeson, Bill Schumacher, and Council Representative Fran Hesch Also present were City Planner Nancy Anderson, Economic Development Director Jim Kerrigan and Public Works Director Steve Stadler. CALL TO ORDER Mr. Engel called the meeting to order at 6:30 p.m. ITEM: TRAFFIC ANALYSIS FOR SUPERVALU Benshoof and Associates has completed a traffic analysis for the redevelopment of the Hennepin County site. Jim Kerrigan reviewed the draft traffic analysis with the Commission. Mr. Benshoof appeared before the Commission. Mr. Benshoof stated that they had focused in on the concerns regarding 5th Street that had been raised by the residents. The following are the four specific concerns of the residents Mr. Benshoof discussed: 1. Traffic volume on 5th Street 2. High traffic speeds on 5th Street 3. Lack of sidewalks on 5th Street 4. 5th Street is too narrow for parking Mr. Benshoof stated with these concerns in mind they examined four alternatives for 5th Street. Mr Benshoof reviewed the four alternatives for 5th Street with the Commission. He stated that based on their analysis they are recommending alternative D. Mr. Benshoof reviewed alternative D with the Commission. Mr. Benshoof stated that alternative D would provide the following advantages: 1. Lower volume on 5th Street, west of 6th Avenue 2. Traffic noise minimized by the buffer area 3. Better traffic control by striping the lanes 4. A sidewalk is provided along 5th Street 5. Parking is provided on south side of 5th Street. MINUTES OF THE ZONING AND PLANNING MEETING Page 2 Mr. Benshoof stated that with alternative D, 5th Street would meet the design standards for state aid. Ben Hurda, representing SuperValu, appeared before the Commission. Mr. Hurda reviewed the buffer area with alternative D along 5th Street with the Commission SuperValu is proposing a wall with landscaping to the north of 5th Street. Mr. Engel asked if the height of the wall was high enough to screen the building. Mr Blair asked if' alternative C would be eligible for state aid Mr Stadler stated that the Citv would be responsible for the cul -de -sac road Deb Carlson, representing SuperValu, appeared before the Commission. Ms Carlson stated that with alternative C there is additional land that SuperValu is purchasing that cannot be used for development and they would have to move the building to the north. By moving the building to the north, the site becomes narrower and adds problems to the project. Ms. Carlson stated that alternative D is a compromise to address the residents' concerns and it is a good compromise Don Roesner of 618 West Park Valley Drive appeared before the Commission. Mr. Roesner stated that he has been working on plans and that he had just finished the plans tonight. Mr. Roesner showed various plans regarding 5th Street to the Commission. Mr Roesner stated that the concerns of the neighborhood from the first meeting are still valid today. Paul Lurid appeared before the Commission Mr. Schumacher left at 7:20 p m Mr. Lund asked if Buffer Park was really needed Mr. Lund suggested putting the berm on the south side of 5th Street. Angie Roesner of 601 7th Avenue South appeared before the Commission Ms. Roesner wants multiple accesses to 5th Street so 7th Avenue does not become a major through -fare Ms. Roesner stated that she preferred alternative C Roger Peterson appeared before the Commission. Mr. Peterson stated that Buffer Park is used quite a lot. Mr. Peterson stated that alternative D was a reasonable plan. Gail Navratil, president of the Park Valley Association, appeared before the Commission Ms Navratil stated that Buffer Park would be used more if there was a sidewalk and she would also like a sidewalk along Second Ms. Navratil stated that they had not discussed all the alternatives with the neighborhood, but would send out a flyer Ms Navratil thought that alternative C is the preferred plan but has not discussed alternative D with the neighborhood MINUTES OF THE ZONING AND PLANNING MEETING Page 3 Tim Ralston of 500 5th Avenue South appeared before the Commission. Mr. Ralston stated that the information prepared suggested that alternative D is the way to go Mr. Ralston stated that he does not allow his children to use Buffer Park because he is worried about strangers in the park. There is too much traffic going by Buffer Park. Mr. Ralston stated that he has contacted the police about the speed on 5th Street. Mr. Ralston also stated that painting lines on the street are not going to slow traffic down. The south side berm is a good idea. Mr. Stadler stated that he would be concerned about a berm on the south side of 5th Street, Alternative D is better than having a hill in residents' yards. Mr. Ralston stated there are other options that have not been explored -quick decision- someone selling something. Mr. Blair stated that he likes alternative C. Mrs. Boen asked how the Commission can make a decision if the neighborhood has not made a recommendation. Mr. Gross stated that he favors alternative C. Mrs. Hesch stated that the Commission needed to recommend what is the best alternative and what is best for the future. Residents may not want a cut -de -sac near a park. Mr. Stadler stated that a lot of thought has gone into the recommendation of alternative D. Staff has considered a second road alternative. Alternative D is more than other neighborhoods have in other parts of the City. Staff did not gloss over alternative C, but they do not feel the need for a second road and alternative D addresses issues at hand. Mrs. Boen moved and Mr. Blair seconded a motion to continue the discussion and recommendation on the SuperValu traffic analysis until the January 27, 1998, Zoning and Planning meeting. There was considerable discussion regarding what new information would be available before the January 27 meeting. There was a discussion of the south side berm. Mr. Benshoof stated that there could be a south side berm, but maintenance of a south side berm would be the responsibility of the City. The vote on the motion to continue this item to the January 27, 1998, regular Zoning and Planning meeting was 1 -4. The motion failed, Mrs. Boen voting aye. Mr. Blair moved and Mrs. Boen seconded a motion to recommend alternative C to the City Council. The vote was 2 -3 The motion failed, Mr. Blair and Mrs. Boen voting aye. MINUTES OF THE ZONING AND PLANNING MEETING Page 4 Mr. Gross moved and Mr. Gleeson seconded a motion to approve the staff' recommendation as detailed in the staff report. There was a friendly amendment to include in the motion that the staff investigate ways to control the speed on 5th Street and return to the Commission on January 27 to review the recommendations Mr Gross and Mr. Gleeson agreed to the friendly amendment The vote was 4 -1. The motion was approved, Mrs. Boen voting nay. ADJOURN Mr Blair moved and Mr Gleeson seconded a motion to adjourn at 8:40 p.m. The motion carried unanimously ATTEST: Randy Engel, Vice chair MEMBERS