III.3. CR2024-109 - 11th Avenue Corridor Study CITY OF HOPKINS
City Council Report 2024-0109
To: Honorable Mayor and Council Members
Mike Mornson, City Manager
From: Eric Klingbeil, PE, City Engineer
Date: September 10, 2024
Subject: 11th Avenue Corridor Study
_____________________________________________________________________
OVERVIEW
11th Avenue is a significant corridor in Hopkins, acting as the main north-south corridor
connecting residential, industrial, and commercial areas to Excelsior Boulevard,
downtown, and points beyond. While 11th Avenue south of Mainstreet is not scheduled
for a reconstruction or other significant rehabilitation project along the length of the
corridor in the near future, there are several smaller scale projects planned in the short
and long term. This report was created in order to help identify opportunities along the
corridor while providing for a cohesive vision for projects in the corridor allowing
incremental projects to be part of a larger, holistic improvement.
SUPPORTING INFORMATION
o 11th Avenue Corridor Planning Study, Draft
o Minnesota River Bluffs Regional Trail Concept Layout
ANALYSIS OF ISSUES
BACKGROUND INFORMATION
Pedestrian access and safety, and vehicle speeds are some of the most common
resident comments about 11th Avenue. This is a vital corridor for a diverse set of users,
including a large non-car dependent population, recreational trail users, and vehicle
traffic. The Capital Improvement Plan includes upgraded pedestrian crossings on 11th
Avenue South, with additional longer range improvements for the future.
Recently Three Rivers Park District engaged Hopkins staff about planned
improvements to the Nine Mile Regional Trail that may have direct impacts to 11th
Avenue. Staff felt a study of the corridor was warranted to ensure that improvements by
all parties were warranted, did not interfere will traffic flow, and fit together with a single
vision for the corridor.
The City contacted a local engineering firm, SRF, to perform a corridor study of 11th
Avenue from Mainstreet to Smetana Road. This study analyzed existing parking,
pedestrian facilities, traffic speed and volume, turning movements, intersection
Public Works Dept.
capacity, and roadway layouts. Recommendations on pedestrian facilities, and roadway
and intersection geometry are made in the report.
Currently, the draft report has been submitted to departments city-wide for review,
including police, fire, planning, and public works. Staff is planning to work with the
consultant to finalize the report with any staff or council input incorporated.
DRAFT Memorandum
www.srfconsulting.com
3701 Wayzata Boulevard, Suite 100 | Minneapolis, MN 55416-3791 | 763.475.0010 Fax: 1.866.440.6364
An Equal Opportunity Employer
SRF No. 17591
To: Eric Klingbeil, PE, City Engineer
City of Hopkins
From: Tom Sachi, PE, Senior Project Manager
Zach Toberna, PE, Engineer III
Date: August 2, 2024
Subject: 11th Avenue Corridor Planning Study
Introduction
SRF has completed a corridor planning study along 11th Avenue South between Mainstreet and
Smetana Road in Hopkins, Minnesota (see Figure 1: Project Location). The main objectives of the
study are to review existing traffic and parking conditions along the corridor, determine potential
corridor wide and intersection specific modifications to improve safety and mobility for all users, and
develop concept layouts and cost estimates for intersection alternatives identified along 11th Avenue
South. The following information provides the assumptions, analysis, and study findings offered for
consideration.
Existing Conditions
Existing conditions were reviewed to establish a baseline to identify any potential issues and
opportunities, as well as determine improvement alternatives. The evaluation of existing conditions
includes a review of traffic volumes and speeds, roadway characteristics, and an intersection capacity
analysis, which are summarized in the following sections.
Data Collection
Weekday a.m. and p.m. peak period vehicular turning movement and pedestrian/bicyclist counts were
collected by SRF during the week of March 11, 2024, at the following study intersections along 11th
Avenue South:
▪ Mainstreet
▪ 1st Street S
▪ 5th Street S
▪ 6th Street S
▪ 7th Street S
▪ Westbrooke Way
▪ Smetana Road
In addition to the collected counts, previously collected counts from April 2023 at the intersection of
11th Avenue South and Excelsior Boulevard were used for the analysis.
NORTHNorth7
3
HENNEPIN
COUNTY
494
169
62
Shady
Oak
Lake
- Study Corridor (11th Avenue)
LEGENDShady Oak Rd
11th Avenue Corridor Planning Study August 2, 2024
Page 3
Roadway Characteristics
A field assessment was completed to identify various roadway characteristics within the transportation
system study area, such as functional classification, general configuration, and posted speed limit. A
summary of these roadway characteristics is shown in Table 1.
Table 1. Existing Roadway Characteristics
(1) Functional classification based on the City of Hopkins’ 2040 Comprehensive Plan.
(2) Note that 11th Avenue S changes to a 2-lane undivided roadway south of the marked pedestrian crossing that is just to the north of
Landmark Trail N.
(3) Smetana Road is a Major Collector east of 11th Avenue S and a local road west of 11th Avenue S.
From a traffic control perspective, the 11th Avenue South intersections of Mainstreet, Excelsior
Boulevard, and 5th Street South are signalized. The intersection of 11th Avenue South and
Westbrooke Way is unsignalized with side-street stop control, while the other study intersections are
unsignalized with all-way stop control. Existing geometrics, traffic controls, and traffic volumes in the
study area are shown in Figure 2.
Parking Counts
Parking counts were conducted in April 2024 during the midday peak on a Friday and overnight on a
Sunday. The collected parking counts are shown in Figure 3. Note that the parking counts show the
maximum number of parked vehicles during all three periods of data collection. Based on the parking
surveys, on-street parking along 11th Avenue South is not significantly utilized.
Roadway Functional
Classification (1)
General
Configuration
Posted Speed
Limit (mph)
11th Avenue S Major Collector 4-lane undivided (2) 30
Mainstreet Local Road 2-lane undivided 30
1st Street S Local Road 2-lane undivided 30
Excelsior Boulevard Minor Arterial 4-lane divided 40
5th Street S Local Road 2-lane undivided 30
6th Street S Local Road 2-lane undivided 30
7th Street S Local Road 4-lane divided 30
Westbrooke Way Local Road 2-lane undivided 30
Smetana Rd Major Collector (3) 2-lane undivided 30
NORTHNorth (5) 42(378) 31511th Ave S31 (14)185 (387) 5th St S
(52) 28
(33) 6
(7) 14(279) 274(16) 611th Ave S41 (31)111 (290)15 (36) 7th St S
(42) 18
(5) 3
(15) 4
19 (22)
2 (2)
9 (5) (169) 141(9) 811th Ave S93 (168)11 (42) Westbrooke Way
28 (33)
1 (4) (8) 27(20) 39(12) 2611th Ave S60 (84)3 (28)46 (75) Smetana Rd
(104) 85
(68) 60
(37) 8
35 (109)
34 (87)
6 (33) (0) 0(305) 264(38) 5211th Ave S0 (1)150 (323)41 (91) Access
(1) 0
(1) 0
(0) 0
88 (62)
0 (0)
22 (29)
6th St S (162) 125(110) 53(248) 17511th Ave S38 (77)45 (98)42 (81) Excelsior Blvd
(80) 52
(495) 424
(129) 164
101 (95)
285 (469)
182 (189) (28) 65(166) 101(71) 2011th Ave S6 (4)65 (144)10 (16) 1st St S
(2) 5
(8) 7
(12) 40
10 (19)
4 (5)
30 (70) (44) 50(86) 40(32) 1111th Ave S6 (27)29 (66)0 (7) Mainstreet
(34) 10
(130) 54
(63) 50
2 (13)
47 (131)
12 (40)
3
HENNEPIN
COUNTY
XX
(XX)
- A.M. Peak Hour Volume
- P.M. Peak Hour Volume
- Existing Average Daily Traffic
- Side-Street Stop Control
- Signalized Control
- All Way Stop Control
LEGEND
X,XXX4,7308,5754,6607th St S
5th St S
Excelsior Blvd
1st St S
Mainstreet 11th Ave SSmetana Rd
NORTHNorth7th St S
5th St S
Excelsior Blvd
1st St S
Mainstreet
11th Ave SSmetana Rd
2 3
4 0
00
0 0
4 7
4 0
0 0
1st St N
6th St SShady OakRd3
HENNEPIN
COUNTY
169
11th Avenue Corridor Planning Study August 2, 2024
Page 6
Transit and Multi Modal Characteristics
The 11th Avenue corridor within the study area is currently serviced by Metro Transit Route 612,
which connects to stops in Minneapolis, St. Louis Park, and Minnetonka. In the near future, a
METRO Green Line station will be opened approximately one-quarter mile east of 11th Avenue
South, just south of Excelsior Boulevard and the Minnesota River Bluffs LRT Regional Trail. The
Green Line will provide service from Eden Prairie to St. Paul.
A multi-use trail is located along the east side of 11th Avenue South from Excelsior Boulevard to
Smetana Road. There are also multi-use trail connections to both Nine Mile Creek Regional Trail and
the Minnesota River Bluffs LRT Regional Trail.
Sidewalk is located along the west side of 11th Avenue South from Mainstreet to 6th Street South and
7th Street South to Wagon Wheel Road; and along the east side of 11th Avenue South from Mainstreet
to Excelsior Boulevard.
A detailed review of the existing multi-use trails and sidewalks, driveway access locations, pedestrian
crossing locations, curb bump out locations, missing trail/sidewalk connections, and roadway widths
along the 11th Avenue South are shown in Figures 4 to 6.
Speed and Daily Volume Data
Speed and daily volume data was collected during the week of April 1, 2024, for a 24-hour period at
three (3) locations along 11th Avenue South. Currently, 11th Avenue South within the study area is a
30 mile per hour (mph) roadway. Table 2 outlines the existing speed and volume data at the three
study locations.
Table 2. Existing Speed and Volume Data
Based on the results, the average speed at both locations south of Excelsior Boulevard exceed the
posted speed limit. The average speed at the location north of Excelsior Boulevard does not exceed
the speed limit, however, the 85th percentile does exceed the speed limit at this location.
11th Avenue Data
Collection Location Average Speed 85th Percentile Speed Average Daily Traffic
North of 1st Street S 26.6 MPH 31 MPH 4,730
North of 5th Street S 33.2 MPH 38 MPH 8,575
North of Trailwood Lane N 32.2 MPH 37 MPH 4,660
02417591
April 2024
Existing Conditions - Mainstreet to 5th Street S
11th Avenue Corridor Planning Study
City of Hopkins, MN
Figure 4
44’
80’NORTHNorth52’
65’
Average Speed - 32.2 MPH
85th Percentile Speed - 37 MPH
Average Speed - 33.2 MPH
85th Percentile Speed - 38 MPH
Average Speed - 32.2 MPH
85th Percentile Speed - 37 MPH
Average Speed - 26.6 MPH
85th Percentile Speed - 31 MPH
Excelsior Blvd
1st St S
Mainstreet
11th Ave S11th Ave S
- Multi-Use Trail
- Sidewalk
- Missing Trail/Sidewalk Connection
- Driveway Access
- Pedestrian Crossing Location
- Curb Bumpout Location
- Roadway Width
LEGEND
XX’
NORTHNorth02417591
April 2024
Existing Conditions - 5th Street S to Landmark Trail N
11th Avenue Corridor Planning Study
City of Hopkins, MN
Figure 5
44’
34’
44’
- Multi-Use Trail
- Sidewalk
- Missing Trail/Sidewalk Connection
- Driveway Access
- Pedestrian Crossing Location
- Curb Bumpout Location
- Roadway Width
LEGEND
XX’
27’
5th St S
7th St S
6th St S
Overhead Pedestrian
Crossing Beacon
Overhead Pedestrian
Crossing Beacon
NORTHNorth02417591
April 2024
Existing Conditions - Landmark Trail S to Smetana Road
11th Avenue Corridor Planning Study
City of Hopkins, MN
Figure 6
40’
44’
Average Speed - 32.2 MPH
85th Percentile Speed - 37 MPH
Westbrooke Way
11th Ave SSmetana Rd
- Multi-Use Trail
- Sidewalk
- Missing Trail/Sidewalk Connection
- Driveway Access
- Pedestrian Crossing Location
- Curb Bumpout Location
- Roadway Width
LEGEND
XX’
Overhead Pedestrian
Crossing Beacon
Overhead Pedestrian
Crossing Beacon
11th Avenue Corridor Planning Study August 2, 2024
Page 10
Intersection Capacity Analysis
An intersection capacity analysis was completed using Synchro/SimTraffic software (version 11) to
establish a baseline condition to which potential alternatives could be compared. Capacity analysis
results identify a Level of Service (LOS) which indicates how well an intersection is operating.
Intersections are graded from LOS A through LOS F. The LOS results are based on average delay
per vehicle, which correspond to the delay threshold values shown in Table 3. LOS A indicates the
best traffic operation, while LOS F indicates an intersection where demand exceeds capacity. Overall
intersection LOS A though LOS D is generally considered acceptable by drivers in the Twin Cities
Metropolitan Area.
Table 3. Level of Service Criteria for Signalized Intersections
LOS Designation Signalized Intersection
Average Delay/Vehicle (seconds)
Unsignalized Intersection
Average Delay/Vehicle (seconds)
A ≤ 10 ≤ 10
B > 10 – 20 > 10 – 15
C > 20 – 35 > 15 – 25
D > 35 – 55 > 25 – 35
E > 55 – 80 > 35 – 50
F > 80 > 50
For side-street stop/yield-controlled intersections, special emphasis is given to providing an estimate
for the level of service of the side-street approach. Traffic operations at an unsignalized intersection
with side-street stop/yield control can be described in two ways. First, consideration is given to the
overall intersection level of service. This takes into account the total number of vehicles entering the
intersection and the capability of the intersection to support these volumes.
Second, it is important to consider the delay on the minor approach. Since the mainline does not have
to stop, the majority of delay is attributed to the side-street approaches. It is typical of intersections
with higher mainline traffic volumes to experience high-levels of delay (i.e. poor levels of service) on
the side-street approaches, but an acceptable overall intersection level of service during peak hour
conditions.
Results of the existing capacity analysis, shown in Table 4, indicate that all study intersections currently
operate at an acceptable overall LOS B or better during the a.m. peak hour, and an acceptable overall
LOS C or better during the p.m. peak hour, with the existing geometric layout and traffic controls.
95th percentile queues for the northbound shared left/through lane at 1st Street South are
approximately 75 feet during the a.m. peak hour and 70 feet during the p.m. peak hour. During the
p.m. peak hour, 95th percentile queues for the southbound approaches at 6th Street South and 7th
Street South are approximately 105 feet and 90 feet, respectively. The westbound approach at Smetana
Road has 95th percentile queues of approximately 75 feet during the p.m. peak hour. There are no
existing significant queueing issues within the study area.
11th Avenue Corridor Planning Study August 2, 2024
Page 11
Table 4. Existing Intersection Capacity Analysis
11th Avenue
Intersection
A.M. Peak Hour P.M. Peak Hour
LOS Delay LOS Delay
Mainstreet (1) B 13 sec. B 12 sec.
1st Street S (2) A 8 sec. A 9 sec.
Excelsior Boulevard (1) B 18 sec. C 22 sec.
5th Street S (1) A 3 sec. A 5 sec.
6th Street S/Access (2) A 9 sec. B 11 sec.
7th Street S (2) A 9 sec. A 9 sec.
Westbrooke Way (3) A/A 9 sec. A/B 11 sec.
Smetana Road (2) A 9 sec. A 9 sec.
(1) Indicates a signalized intersection, where the overall LOS is shown. The delay shown represents the overall intersection.
(2) Indicates an unsignalized intersection with all-way stop control, where the overall LOS and delay are shown.
(3) Indicates an unsignalized intersection with side-street stop control, where the overall LOS is shown followed by the worst approach
LOS. The delay shown represents the worst side-street approach delay.
Alternative Options
Based on the existing volumes, operations, and pedestrian facilities within the study area, there are
options for potential modifications throughout the study area. This includes modifying the roadway
section within the right-of-way to reallocate more space for pedestrians and bicyclists, along with
filling any gaps. Additionally, crossing improvements were identified for consideration throughout the
corridor. There are four (4) distinct areas of the corridor with slightly different needs. These include:
• Smetana Road to Landmark Trail
• Landmark Trail to 5th Street S
• 5th Street S to 1st Street S
• 1st Street S to Main Street
Portions of the segment of 11th Avenue between 5th Street S and 1st Street S have recently been
reconstructed as part of the ongoing Green Line Extension project, which included an enhanced
pedestrian crossing just north of the LRT tracks. Additionally, the lanes within the area are generally
needed to accommodate the traffic volumes and queues at the Excelsior Boulevard intersection.
Therefore, no modifications are proposed for this area.
Smetana Road to Landmark Trail
This segment of 11th Avenue is currently a two (2) lane roadway that is approximately 44 feet wide
and no painted shoulders. There is an enhanced pedestrian crossing at Westbrooke Way with an
overhead flashing beacon and curb extensions (east side of roadway only). Average and 85th percentile
travel speeds along the corridor exceed the posted speed limit.
11th Avenue Corridor Planning Study August 2, 2024
Page 12
There was minimal parking observed along the corridor, with six (6) vehicles parked on the west side
and three (3) vehicles on the east side at their highest peak demand periods.
Based on this information, the following options could be considered:
• 2 Lane (South of Westbrooke Way) – Option 1
o 12 foot lanes
o add 6 foot sidewalk on west side south of Westbrooke Way with 2 foot boulevard
o 4 foot shoulder (west side, south of Westbrooke Way)
o 8 foot shoulder (east side)
• 2 Lane (South of Westbrooke Way) – Option 2
o 12 foot lanes
o add 6 foot sidewalk on west side south of Westbrooke Way with 2 foot boulevard
o 3 foot shoulder (west side, south of Westbrooke Way)
o 3 foot shoulder (east side)
o 6 foot boulevard (east side)
• 2 Lane (North of Westbrooke Way) – Option 1
o 12 foot lanes
o 10 foot shoulders
• 2 Lane (North of Westbrooke Way) – Option 2
o 12 foot lanes
o 4 foot shoulders
o 6 foot boulevards
• 3 Lane (37 to 41 feet wide)
o 12 foot lanes
o 4 foot shoulders, no parking
It is recommended to enhance the pedestrian crossing at Westbrooke Way with curb extensions on
both sides of the roadway and push button activated rectangular rapid flashing beacons (RRFB).
Additionally, a new pedestrian crossing located at the trail connection between the Raspberry Woods
townhomes and 11th Avenue is recommended to include curb extensions. A RRFB could be
considered at this location, if desired. Note, there is not a sidewalk or trail along the west side of 11th
Avenue between approximately Westbrooke Way and Smetana Road. It is recommended to install a
sidewalk connection between Westbrooke Way and the trail to the Raspberry Woods townhomes
along the west side of the roadway. Additional sidewalk or trail to Smetana Road could be considered
in the future if additional trail/sidewalk connections are constructed. Given the wetland conditions
within the area, it may not be feasible for those connections to be made.
11th Avenue Corridor Planning Study August 2, 2024
Page 13
Based on the sidewalk/trail needs on the west side of the roadway, it is recommended that either
2 lane roadway configurations be considered for 11th Avenue between Smetana Road and Landmark
Trail. The reduced roadway space will allow for the sidewalk/trail connection on the west side of the
roadway without requiring additional right-of-way and for safer pedestrian crossings. The current
roadway configuration allows for high travel speeds and accommodates significantly more on-street
parking than is necessary. It is not expected that a 3 lane roadway configuration will be necessary from
an operations perspective, as sufficient gaps are available for left-turning vehicles. Given the
recommended 2 lane configuration, it is not expected that traffic would operate any differently from
a delay or queueing perspective. A layout the two configurations is shown in Figures 7 and 8.
Additionally, a Streetmix layout is included as an attachment.
Landmark Trail to 5th Street S
This segment of 11th Avenue is currently a two (2) lane roadway near Landmark Trail and the
pedestrian crossing then expands to a 4 lane section near the shopping center to 5th Street S. The
roadway is approximately 44 feet wide and currently travel speeds can exceed the speed limit. There
is an enhanced pedestrian crossing north of Landmark Trail at the shopping center with an overhead
flashing beacon and curb extensions (east side of roadway only).
There was no on-street parking allowed within this segment of the roadway. This segment of 11th
Avenue passes underneath the railroad bridge immediately south of 5th Street S. Note, the
intersections at 7th Street S and 6th Street S are all-way stop controlled and the intersection at 5th
Street S is signalized.
There is sidewalk on both sides of the roadway between Landmark Trail and 7th Street S and 6th
Street S to 5th Street S. Between 7th Street S and 6th Street S, there is trail (Nine Mile Creek Regional
Trail) only on the east side of the roadway. Three Rivers Park District is currently reviewing options
to replace the sidewalk on the east side of 11th Avenue between 7th Street S and 5th Street S to a 10
foot wide trail segment with boulevards. This trail expansion/connection would require modifying the
roadway cross section and reducing travel lanes. Based on this desire, it is unlikely the current 4 lane
roadway layout could remain.
Therefore, based on this information, the following general roadway geometric options could be
considered:
• 2 Lane – 12 foot lanes, 4 foot shoulders – No Parking
• 2 Lane with Parking one side – 12 foot lanes, 8 foot parking lane (one side), 4 foot shoulder
(one side)
• 3 Lane –12 foot lanes– No Parking, center left-turn lane, 4 foot shoulders
NORTHNorth02417591
April 2024
Potential Future Configuration - Landmark Trail S to Smetana Road - Option 1
11th Avenue Corridor Planning Study
City of Hopkins, MN
Figure 7
Westbrooke Way
Smetana Road
Add curb extensions
and consider installation
of RRFB at new
trail crossing
Add curb extension
on west side and
replace overhead beacon
with RRFB
Tighten 11th Avenue either with
moving curbs in or striping
shoulders and fill sidewalk
gap on west side
NORTHNorth02417591
April 2024
Potential Future Configuration - Landmark Trail S to Smetana Road - Option 2
11th Avenue Corridor Planning Study
City of Hopkins, MN
Figure 8
Westbrooke Way
Smetana Road
Add curb extensions
and consider installation
of RRFB at new
trail crossing
Add curb extension
on west side and
replace overhead beacon
with RRFB
Tighten 11th Avenue either with
moving curbs in or striping
shoulders and fill sidewalk
gap on west side
11th Avenue Corridor Planning Study August 2, 2024
Page 16
It is anticipated that the enhanced pedestrian crossing just north of Landmark Trail would remain in
that location, however, a formal curb extension on both sides of the roadway is recommended to be
constructed, along with replacing the overhead flashing beacon with a push button activated RRFB..
If feasible, it is recommended to fill in the sidewalk gap along 11th Avenue between 6th Street S and
7th Street S. This would allow a pedestrian crossing on the south side of the 6th Street S intersection,
which would have fewer left-turning vehicles conflicts and is located on the approach where
pedestrians are ultimate destined given the residential land uses to the southeast of the intersection. If
a 3 lane configuration was desired, there is potential that the pedestrian crossing on the south approach
of the 6th Street S intersection could include a median refuge given the low northbound left-turning
volumes. In addition to the lane modifications, there could be consideration of modifying the traffic
control at the 7th Street S, 6th Street S, and 5th Street S intersections. The 7th Street S and 6th Street
S intersections could potentially be modified to a side-street stop control, while the 5th Street S
intersection could be modified to either an all-way stop or side-street stop control. A review of the
potential operational changes is shown in Table 5 for the various lane and traffic control scenarios.
Table 5. Alternative Traffic Control and Lane Geometry Intersection Capacity Analysis – 7th Street S to
5th Street S
11th Avenue
Intersection Alternative A.M. Peak Hour P.M. Peak Hour
LOS Delay LOS Delay
5th Street S
Existing (1) A 3 sec. A 5 sec.
Signal - 3 Lane (1) A 4 sec. A 6 sec.
Signal – 2 Lane (1) A 3 sec. A 5 sec.
AWSC – 3 Lane (2) B 11 sec. B 15 sec.
AWSC – 2 Lane (2) B 12 sec. B 15 sec.
SSSC – 3 Lane (3) A/B 14 sec. A/C 15 sec.
SSSC – 2 Lane (3) A/B 14 sec. A/C 15 sec.
6th Street S
Existing (2) A 9 sec. B 10 sec.
AWSC – 3 Lane (2) B 11 sec. B 13 sec.
AWSC – 2 Lane (2) B 10 sec. B 13 sec.
SSSC – 3 Lane (3) A/B 13 sec. A/C 21 sec.
SSSC – 2 Lane (3) A/B 13 sec. A/C 22 sec.
7th Street S
Existing (2) A 9 sec. B 10 sec.
AWSC – 3 Lane (2) B 10 sec. B 12 sec.
AWSC – 2 Lane (2) B 10 sec. B 11 sec.
SSSC – 3 Lane (3) A/B 13 sec. A/C 18 sec.
SSSC – 2 Lane (3) A/B 13 sec. A/C 18 sec.
(1) Indicates a signalized intersection, where the overall LOS is shown. The delay shown represents the overall intersection.
(2) Indicates an unsignalized intersection with all-way stop control, where the overall LOS and delay are shown.
(3) Indicates an unsignalized intersection with side-street stop control, where the overall LOS is shown followed by the worst approach
LOS. The delay shown represents the worst side-street approach delay.
11th Avenue Corridor Planning Study August 2, 2024
Page 17
It is expected that all of the geometric or traffic control modification scenarios will allow for acceptable
operations. However, additional considerations are given at the study intersections. At the 5th
Street S intersection, there may be sight distance issues for eastbound vehicles due to the railroad
bridge. Additionally, there may be considerations for heavy vehicles at this intersection given their
need for larger gaps in traffic. A detailed Intersection Control Evaluation (ICE) report may be needed
to formally determine the appropriate traffic control at the intersection.
At the 6th Street S intersection, it is expected that the current all-way stop control is not needed for
efficient traffic operations. This intersection may be able to be reduced to a side-street stop control.
At the 7th Street S intersection, a modification to a side-street stop control could be considered,
however, given the pedestrian crossings and land uses surrounding the intersection, the all-way stop
control may be best suited for the intersection for safe pedestrian crossings and safe and efficient
heavy vehicle maneuvers.
From a geometric perspective, the segment of 11th Avenue between Landmark Trail and 5th Street is
likely best suited for a 3 lane roadway with numerous public roadway and business accesses, including
a shopping center and gas station. This includes one lane in each direction and a center left-turn lane.
This layout would also best accommodate the proposed trail connection for the Nine Mile Creek Trail
with Three Rivers Park District. There is not currently an observed need for parking along this stretch
of the corridor, given the land uses have ample parking available. Therefore, there could be a lane
reduction, which will allow for expansion of the trail segments, the filling of sidewalk ga ps, safer
pedestrian crossing due to reduced crossing distances and removing multi-threats, and traffic calming.
A layout of this segment of 11th Avenue is shown in Figure 9. Additionally, a Streetmix layout is
attached.
1st Street S to Mainstreet
This segment of 11th Avenue is currently a 4 lane section with two (2) northbound lanes (one
northbound lane traps into a northbound right-turn lane at Mainstreet) and one (1) southbound lane
and a southbound parking lane. The roadway is approximately 42 to 44 feet wide. The intersection at
1st Street S is all-way stop controlled and the intersection at Mainstreet is signalized. There is sidewalk
on both sides of the roadway, however, on the east side of the roadway, there are light posts within
the sidewalk area, which also carries a heavy pedestrian volume. During the peak demand time, there
were four (4) cars parked on the west side of the roadway. Note, a residential development is currently
being constructed on the west side of the roadway and it is expected that the primary garage access
will be along 11th Avenue between 1st Street S and Mainstreet. Additionally, a large public parking
facility is located on the east side of the roadway with an entrance along 11th Avenue.
Therefore, based on this information, the following general roadway geometric options could be
considered:
• 2 Lane –12 foot lanes, 4 foot shoulders – No Parking, add sidewalk on east side
• 2 Lane with Parking one side – 12 foot lanes, 8 foot parking lane, 2 to 4 foot shoulder, add
sidewalk on east side
• 3 Lane –12 foot lanes– No Parking, center left-turn lane, add sidewalk on east side
NORTHNorth02417591
April 2024
Future Potential Configuration - 5th Street S to Landmark Trail N
11th Avenue Corridor Planning Study
City of Hopkins, MN
Figure 9
5th Street S
6th Street S
7th Street S
Change to Side-Street
Stop ControlConsider a median
refuge crossing and
fill sidewalk gap on
west side of 11th Ave.
Coordinate with
TRPD on their trail
expansion plans
Keep as all-way
stop control and add
pedestrian ramps
as needed
Add curb extension
on west side and
replace overhead beacon
with RRFB
Modify 11th Avenue
to a 3 lane section
Possible control change
Modify to dedicated left and
thru lanes
11th Avenue Corridor Planning Study August 2, 2024
Page 19
In addition to the lane modifications, there could be consideration of modifying the traffic control at
the 1st Street S intersection to a side-street stop control. An intersection capacity analysis was
completed to compare the operations between these traffic control and geometric alternatives and is
shown in Table 6. It is expected that all of the geometric or traffic control modification scenarios will
allow for acceptable operations, however, the all-way stop control at the 1st Street S intersection may
continue to be considered to allow for safe pedestrian movements, given the proximity to downtown
Hopkins and City Hall.
Table 6. Alternative Traffic Control and Lane Geometry Intersection Capacity Analysis – 1st Street S to
Mainstreet
11th Avenue
Intersection Alternative A.M. Peak Hour P.M. Peak Hour
LOS Delay LOS Delay
Mainstreet
Existing (1) B 13 sec. B 12 sec.
Signal - 3 Lane (1) B 13 sec. B 12 sec.
Signal – 2 Lane (1) B 13 sec. B 12 sec.
1st Street S
Existing (2) A 8 sec. A 9 sec.
AWSC – 3 Lane (2) A 8 sec. A/B 10 sec.
AWSC – 2 Lane (2) A 8 sec. A/B 10 sec.
SSSC – 3 Lane (3) A/B 12 sec. A/C 15 sec.
SSSC – 2 Lane (3) A/B 12 sec. A/C 15 sec.
(4) Indicates a signalized intersection, where the overall LOS is shown. The delay shown represents the overall intersection.
(5) Indicates an unsignalized intersection with all-way stop control, where the overall LOS and delay are shown.
(6) Indicates an unsignalized intersection with side-street stop control, where the overall LOS is shown followed by the worst approach
LOS. The delay shown represents the worst side-street approach delay.
Given the apartment access and the public parking facility access, a 3 lan e section between 1st
Street S and Mainstreet may provide for the safest and most efficient roadway design within this
segment. The center left-turn lane will remove turning conflicts. Based on the existing parking counts,
there is minimal parking demand along this segment of roadway, and that parking demand can be
accommodated either north of the intersection along Mainstreet or 11th Avenue or within the public
parking facility on the east side of the roadway. The reduction in lanes will allow for expanded sidewalk
areas or boulevards to be installed to improve the pedestrian facilities. The recommended roadway
layout is shown in Figure 10. Additionally, a Streetmix layout is attached.
Mainstreet
Modify 11th Avenue
to a 3 lane section
Modify 11th Avenue
to a 3 lane section
Expand sidewalk or boulevard
on the east side
Keep as all-way
stop control
02417591
April 2024
Future Potential Configuration- Mainstreet to 1st Street S
11th Avenue Corridor Planning Study
City of Hopkins, MN
Figure 10NORTHNorth1st Street S
11th Avenue Corridor Planning Study August 2, 2024
Page 21
Costs
A conservative, planning level estimate for the potential item costs to complete the roadway
modifications is broken down in the following estimate:
RRFB Systems - $25,000 each, depending on power type, the cost could rise, however, power
should already be available.
Curb Extension – Approximately $25 to 50,000 each, depending on size.
Cost per foot of sidewalk – approximately $12 to $15/square foot.
Cost per foot of curb reconstruction: approximately $8/linear foot to remove + $45/linear foot to
reconstruct
11th Avenue Corridor Planning Study August 2, 2024
Page 22
11th Avenue Corridor Planning Study August 2, 2024
Page 23
11th Avenue Corridor Planning Study August 2, 2024
Page 24
EETRANTRANTRANTRANHROCKROCKROCKBSBSBSCITY OF HOPKINS
25-117-22-24-005525-117-22-24-005625-117-22-24-005725-117-22-24-005825-117-22-24-005925-117-22-24-006025-117-22-24-0061(30x30)R3-7R
100'100' - 150'
9'3'N0 25 50
EXISTING RIGHT OF WAY
7THSTREETS11TH AVENUE S
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Minneapolis, MN 55402
www.stantec.com
CONCEPT PLAN - OPTION 2 (ELIMINATE EASTERLY NORTHBOUND LANE)
THREE RIVERS PARK DISTRICT
NINE MILE REGIONAL TRAIL
07/31/2024 193806678
FIGURE1
10' WIDE BITUMINOUS TRAIL.
BOULEVARD WIDTH VARIESPEDESTRIAN CURB
RAMP (TYP.)
EXISTING CONCRETE CURB & GUTTER PROPOSED PARALLEL PARKING
PROPOSED STRIPING
OPTIONAL "ONLY" MARKING
PROPOSED SIGN
PROPOSED 10' WIDE
BITUMINOUS TRAIL
23'R25.00
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EXISTING RIGHT OF WAY
11TH AVENUE S
6THSTREETSEXISTING TRAIL
3SEEFIGURE1SEEFIGUREEXISTING DRAINAGE
AND UTILITY EASEMENT
DATE PROJ. NO.PlotDate:07/31/2024-3:47pmDrawingname:U:\193806678\CAD\Dwg\193806678_Concept-Option2.dwgXrefs:,193806678_XSXV,193806678_XSXZ,193806678_XSNO_2.733 Marquette Avenue, Suite 1000
Minneapolis, MN 55402
www.stantec.com
CONCEPT PLAN - OPTION 2 (ELIMINATE EASTERLY NORTHBOUND LANE)
THREE RIVERS PARK DISTRICT
NINE MILE REGIONAL TRAIL
07/31/2024 193806678
FIGURE2
0 25 50N
PEDESTRIAN CURB
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PROPOSED CONCRETE CURB & GUTTERPROPOSED STORM SEWER
EXISTING STORM SEWER
EASEMENT
EXISTING STORM WATER EASEMENT
PROPOSED STORM SEWERPROPOSED CONCRETE CURB & GUTTER
10' WIDE BITUMINOUS TRAIL.
WITH 5' BOULEVARD
1 5 :1 T A P E R (1 2 5 ')
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25-117-22-21-0028
25-117-22-12-0003
EXISTING RIGHT OF WAY
11TH AVENUE S EXISTING TRAIL
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DATE PROJ. NO.PlotDate:07/31/2024-3:48pmDrawingname:U:\193806678\CAD\Dwg\193806678_Concept-Option2.dwgXrefs:,193806678_XSXV,193806678_XSXZ,193806678_XSNO_2.733 Marquette Avenue, Suite 1000
Minneapolis, MN 55402
www.stantec.com
CONCEPT PLAN - OPTION 2 (ELIMINATE EASTERLY NORTHBOUND LANE)
THREE RIVERS PARK DISTRICT
NINE MILE REGIONAL TRAIL
07/31/2024 193806678
FIGURE3
0 25 50N
10' WIDE BITUMINOUS TRAIL.
5' BOULEVARD
PEDESTRIAN CURB
RAMP (TYP.)
10' WIDE BITUMINOUS TRAIL.
PROPOSED CONCRETE CURB & GUTTER MATCH EXISTING CONCRETE CURB &
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EXISTING RIGHT OF WAY
11TH AVENUE S
EXISTING TRAIL
3SEEFIGURECONCEPT PLAN - OPTION 2 (ELIMINATE EASTERLY NORTHBOUND LANE)
THREE RIVERS PARK DISTRICT
NINE MILE REGIONAL TRAIL
07/31/2024 193806678
FIGURE4
DATE PROJ. NO.PlotDate:07/31/2024-3:48pmDrawingname:U:\193806678\CAD\Dwg\193806678_Concept-Option2.dwgXrefs:,193806678_XSXV,193806678_XSXZ,193806678_XSNO_2.733 Marquette Avenue, Suite 1000
Minneapolis, MN 55402
www.stantec.com
0 25 50N
10' WIDE BITUMINOUS TRAIL.
5' BOULEVARD
PEDESTRIAN CURB
RAMP (TYP.)