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Memo Cul-De-Sacs 18th/19th AvesCITY OF HOPKINS MEMORANDUM DATE: February 2, 1996 TO: Honorable Mayor and City Council FROM: Steven J. Stadler, Director of Public Works SUBJECT: Cul -de -Sacs on 18th and 19th Avenues Staff has gathered additional information on the proposal to construct cul -de -sacs on 18th and 19th Avenues. Staff requests City Council consider this new information and provide direction on how to proceed. Ms. Marge Richardson, Katherine Curran Elementary School Principal, told staff that she isn't opposed to the cul -de -sacs. She is comfortable with the current situation regarding parental and bus drop -off and pick up of students. She doesn't feel that the traffic impact of the cul -de -sacs will hamper the current situation. Staff requested and received comments on the cul -de -sac concepts from Mark Koegler, Hoisington - Koegler Group, Inc. and John Wertjes, Senior Transportation Engineer with Benshoof and Associates, Inc. As you know, Hoisington- Koegler Group, Inc. was the lead consultant on preparation of the County Road 3 Corridor Study. Benshoof & Associates assisted Hoisington- Koegler regarding the transportation planning considerations of the corridor study. Their written comments are attached. Also attached is a copy of a letter from Mr. & Mrs Burgstahler. Mr. & Mrs. Burgstahler request consideration of a modified loop option. With this option instead of closing off 18th and 19th Avenues with cul -de -sacs, they would be looped together. The benefits would be: o Eliminate 2 driveways onto County Road 3 o A better buffer area in the 300' between 18th and 19th Avenue o Easier street maintenance & garbage /recycling service with a loop street February 2, 1996 Memo Page 2 However, the costs would far exceed the cul -de -sac concept. City costs would be approximately $250,000 vs $50,000 for cul -de -sacs. Hennepin County would not participate in the approximately $200,000 in real estate acquisition costs of the limited loop options. The city cannot afford an additional $200,000 expense on Phase I of County Road 3 improvements. The options to City Council are: a No cul -de -sacs on either avenue o Construct a cul -de -sac on 18th Avenue only. This option is addressed in the Benshoof & Associates memo. Benshoof states that daily traffic on 19th Avenue would increase from the existing 370 vehicles /day to approximately 600 vehicles /day. The 600 vehicles /day is within the local residential street traffic volume guideline of 1,000 vehicles /day maximum. o Construct cul -de -sacs on both 18th and 19th Avenues. Currently a strong majority of 19th Avenue residents are opposed to a cul -de -sac on 19th Avenue. However, Council should also consider the land use goal of strenthening neighborhoods by providing separation and buffering between residential areas and County Road 3. Mark Koegler speaks to this in his letter. The Burgstahler limited loop option is not listed as the high associated costs would jeopardize the City financing plan. Creative Solutions for Land Planning and Design January 29, 1996 Mr. Steve Stadler Public Works Director City of Hopkins, Public Works Department 1601 Second Street South Hopkins, MN 55343 Hoisington Koegler Group Inc. ©® Dear Mr. Stadler: This letter is in response to your request to review the proposed cul -de -sacs at 18th Avenue and 19th Avenue and to comment on them relative to the County Road 3 Corridor Study. The nature of my observations and comments comes from a planning perspective rather than from a traffic engineering perspective. It is my understanding that you have requested traffic comments from Benshoof and Associates who are very familiar with this issue having been part of out team for the corridor study. Your memorandum to the Mayor and City Council dated January 12, 1996 outlined a number of central issues created by the cul -de -sac proposal including conformance with County Road 3 plans. The proposed cul -de -sacs at both 18th and 19th Avenues are consistent with the County Road 3 Corridor Study. Having said that, let me elaborate. The County Road 3 Corridor Study examined land uses and transportation needs along the entire roadway from the Minnetonka border to the St. Louis Park border. The residential area along the north side of the road from 17th Avenue to 20th Avenue was a matter of interest and concern that was discussed in a series of public meetings. Of principal concern to us as land use planners was the stability of the surrounding residential neighborhood. In looking at the neighborhood generally bounded by 17th Avenue, County Road 3, 20th Avenue and Main Street, it consists of a grouping of primarily single family homes all approximately 40+ years old. Many of the homes are in excellent condition, however, a number of the homes are in need of significant maintenance. Because of this, we saw the neighborhood as being in somewhat of a fragile condition primarily due to the age of the homes. Given Hopkins' emphasis on retaining and improving single family neighborhoods, the land use component of the County Road 3 Corridor Study sought ways to further strengthen the neighborhood area. The principal way identified was to physically separate the residential neighborhood from County Road 3 and the commercial and industrial uses that lie along the south side of the road. In order to accomplish a physical separation, loop street connections were shown linking 18th, 19th and 20th Avenues. (See Attachment A) Implementation of the loop street system would allow a large green space to 'serve as a buffer between the road and the residential neighborhood. 7300 Metro Boulevard, Suite 525 Minneapolis, Minnesota 55439 (612) 835 -9960 Fax (612) 835 -3160 Mr. Steve Stadler January 29, 1996 Page 2 Although the loop street configuration was generally supported during the public meetings, it was not included in the final plan principally due to cost. The plan would have required the removal of four existing homes and extensive local street construction. In an era of shrinking public funding, it was generally recognized that the loop street project was beyond the scope of the finance plan. The current cul -de -sac proposal will provide separation between the neighborhood and County Road 3 due to the fact that it eliminates two vehicular entry points and it allows some additional landscaping buffering adjacent to the cul -de -sac bubbles. Although not providing the same degree of land use separation that the loop street arrangement would have done, it is clearly consistent with the concept of providing separation and buffering and is therefore, supportive of the goals of the County Road 3 corridor study. Action to approve the cul -de -sac option by the City Council would, in my opinion, be consistent with the County Road 3 Corridor Study. If you have additional questions on this matter, please contact me. Sincerely, ("7W41/4h W,t.C2 R. Mark Koegler, RLA Senior Vice President RMK:dbm Enclosure BENSHOOF & ASSOC. INC. BENSHOOF & ASSOCIATES, INC. TRANSPORTATION ENGINEERS AND PLANNERS • 7301 OHMS LANE, SUITE 500 / EDINA, MN 55439 / (612) 8324858 / FAX (612) 832-9564 February 1, 1996 MEMORANDUM TEL No. 612 832 9564 Feb 01.96 8:51 P.02 REFER TO FILE: 93 -26 TO: Steve Stadler, Hopkins Public Works Director FROM: Jon MichealWertjea RE: CSAH 3 between Shady Oak Road and 17th Avenue This memorandum is the address your question: "What would be the traffic implications under a roadway plan where the 18th and 19th Avenue intersections with CSAH 3 are cul- de -sacs to the north?". Your question has been reviewed relative to our transportation planning efforts conducted for the County Road 3 Corridor Study and other basic traffic and transportation principles. Listed next are the pertinent traffic items relating to the Corridor Study about this CSAH 3 area. • The Corridor Study recommended that the entire segment of CSAH 3 between Shady Oak Road and 17th Avenue be built to a four lane divided roadway. Full access was recommended at 17th and 19th Avenues as well as Shady Oak Road. M other access, including 18th and 20th Avenues, would be right turns in and out only. Under this plan there was some concern about providing an alternative access for the properties along 20th Avenue with limited discussions focused on the Pines re- development or some potential access to 19th Avenue. • The four lane divided roadway and access along this segment would be similar to the proposed CSAH 3 segment between Jackson and Harrison Avenues which also serves a residential area to the south. • As an interim measure, the CSAH 3 segment between 18th and 20th Avenues was recommended as a five -lane undivided roadway until re- development occurs for the City of Minnetonka property along the south frontage. When re- development occurs the CSAH 3 medians would be extended to 19th Avenue, which would complete the above recommended four lane divided roadway. • No accident problems were identified along CSAH 3 near the intersections with 18th or 19th Avenues. • No traffic volumes were collected along 18th, 19th, or 20th Avenues for the Corridor Study. • Based on the Corridor Study's recommended four lane divided roadway segment, the traffic volumes on 18th Avenue would be less than they are today because the left BENSHOOF & ASSOC. INC. TEL No. 612 832 9564 Feb 01,96 8:51 P.03 1 Mr. Stadler -2- February 1, 1996 turns volumes would be prohibited. It is expected that these left turns would use 17th and 19th Avenues to gain access to CSAH 3. • Based on the Corridor Study's recommended four lane divided roadway segment, the traffic volumes on 19th Avenue would probably be slightly higher than the existing conditions because of the shift of some left turn volumes from 18th Avenue as cited above. The potential traffic volume change on 19th Avenue is not expected to be significant or noticeable. • It is our understanding from the Corridor Study work that limited truck traffic is using 18th and 19th Avenues to the commercial development, such as Dairy Queen, along Main Street. Unless traffic conditions have changed since the Corridor Study, we are not aware of any traffic conflicts or problems related to the commercial development's use of these streets. Based on your query, the traffic items and implications about the cul -de -sacs for 18th and 19th Avenues have been identified as follows: • Existing traffic volumes on 18th and 19th Avenues north of CSAH 3 are approximately 370 vehicles per day. On 18th and 19th Avenues north of 1st Street South, the daily traffic is approximately 420 and 530 vehicles per day, respectively. • Access to these residents s would be focused to o s 1st S treet South and thneighborhood. 7th A nue to reach CSAH 3. • Access for the Main Street conunercial area to CSAH 3 would be focused to both 17th Avenue and Shady Oak Road. Some limited commercial trips would still use 18th and 19th Avenues to 1st Street South and then 17th Avenue to reach CSAH 3. • The cul -de -sacs would add traffic primarily to 1st Street South and 17th Avenue. It is estimated that 500 daily trips would shift to 1st Street South and 17th Avenue. In addition, approximately 240 daily trips are expected to use Main Street. • The shifted traffic to 1st Street South would be within the local residential street traffic volume guideline of a maximum 1000 vehicles per day. • and 17th Avenue above ntersection access changes would Notraffic problems a are expected at South this intersection with the two cul -de -sacs. • Minor turning movement changes and increases are expected at the 17th Avenue and Shady Oak Road intersections on CSAH 3. Overall, the candidate access changes would concentrate volumes at two intersections on CSAH 3, instead of the existing and Corridor Study's reconunended four intersections. Because of the limited volumes on 18th and 19th Avenues, we would not expect that the CSAH 3 intersections with Shady Oak Road or 17th Avenue to be significantly impacted by the two cul -de -sacs. • Reducing access along CSAH 3 would improve its arterial roadway function, which is to accommodate through traffic with limited access. BENSHOOF & RSSOC. INC. Mr. Stadler 0 • Emergency access would be decreased for this residential area. Fire and police vehicles from the City Hall complex would need to use 1st Street South for access to this area. y _i___.- -\ Overall from the above items, we have concluded that the installation of cul -de -sacs on �� 18th and 19th Avenues would: 1. Result in minor traffic volume changes to 18th or 19th Avenues which would shift this traffic on other nearby streets, primarily 1st Street South, and 2. Reduce access for the residential and commercial properties to CSAH 3, however other viable alternatives are available. Therefore, I would conclude that the Corridor Study's recommended roadway layout (four lane divided roadway with full access at 19th Avenue and right turn in/out access at 18th Avenue} and the proposed cul- de-sac la would be equal from a traffic operational viewpoint. No significant traffic be or disadvantages are expected which would make either alternative more desirable. two other ee wuld o be if n is -- de- and thher intersection is left possible unc . The first option one is intersectio 18th Avenue a as cu a cul- d sac e-sac and e 19 Avenue as full access. This option would be almost identical to the Corridor Study's recommended plan with the only difference being that 18th Avenue would be a cul -de -sac 1 9rµ - RvE and not right turn in/out access. Under this option, it is expected that the daily traffic N LY volume on 19th Avenue would increase from the existing 370 vehicles per day to approximately 600 vehicles per day. The 600 vehicles per day on 19th Avenue to within the local residential street traffic volume guideline of a maximum 1000 vehicles per day. Residents along 19th Avenue may notice the increase in the traffic volumes, but these volumes are not expected to result in any traffic problems. The second option is 19th Avenue as a cul- de-sac and 18th Avenue as right turns in and out only_ Under this option the 18th Avenue traffic volumes are expected to increase from the existin4 370 vehicles per day to 450 vehicles per day. This option is very similar to the first condition, and therefore, no traffic problems are expected. Should you have any questions or comments regarding this memorandum, please contact me. TEL No. 612 832 9564 Feb 01,96 8:52 P.04 -3- February 1, 1996 Dear Members: January 20, 1996 Hopkins City Council Hopkins main street, 17th ave(CR73), Shady Oak Road(CR61), and Excelsior Blvd(CR3) enclose a choice residential area of about 8 square blocks, adjacent to a school and near to Central Park. CR3 redevelopment offers a "once -in -a- lifetime" opportunity to provide for the future of the City by: 1) sealing this residential area off from CR3 traffic for safety and privacy reasons, 2) limiting turns to traffic light - controlled intersections with CR73 and CR61, 3) reducing the number of access points to CR3, 4) minimizing on -going maintenance and public service incon- venience, and 5) planning for the least impact on residents due to future traffic growth and higher speed limits. I believe these benefits would be best realized with the adopt- ion of the "loop street option" or a "limited loop option ". The cost of the first was $700K (2/3 for the acquisition of four residential properties). The second, involving only 18th and 19th, and two residential properties, should be about half as much. Either "loop option" would: 1) eliminate or reduce the County's negotiation, partial prop- erty acquisition, driveway and /or garage modification costs, and either four or six curb cuts between 18th and CR61. (County now has 106.75' of RW at CR61 and only 93.1' of RW at CR73)., 2) reduce the City's cost of negotiation and property acquisition along 18th and 19th for cul -de -sacs, eliminate one- fourth of the proposed 7' high fence along CR3, and reduce maintenance costs and operating inconvenience, 3) provide a better buffer zone for the remaining residences, and 4) reduce neighborhood tensions and time spent by officials and citizens in working out less- satisfactory solutions. The latest "cul -de -sac" solution will easily cost $85K for one residential property, $35K for the buffer fence, $20K for two cul- de -sacs, and more for other property acquisitions from seven owners along 18th and 19th. The cost of either "loop option" could be offset by the resale of the houses and their related garages. We are the original and only owners, buying in 1951 when this area was part of Minnetonka. We have seen much growth and change and wish to preserve Hopkins' attributes. CR73 and CR61 are both major connections to 7, 394 and 55 to the north. Reduced and con- trolled access to CR3 are major project goals. The "loop option" concept is consistent with other residential areas adjacent to CR3. We respectfully urge a fresh review by the Council and the County before something less than ideal is finali e for CR3. ICi As f 7 136 - 18th Ave So Hopkins, MN 55343 copy: Steven Stadler `` Merril( and Shirley Burgstahler