CR 96-35 CBD Traffic Study - Central Business DistrictFebruary 12, 1996
Proposed Action
Staff recommends adoption of the following motion: Acceptance of parking/traffic study
prepared by Benshoof & Associates. Inc., for the central business district. dated February 15,
1996.
Overview
Earlier this year the City Council authorized Benshoof & Associates to undertake an updated
study to analyze parking and traffic impacts within the downtown area. It was felt that this
analysis was necessary based on the parking/traffic demand of the movie theater /restaurant project
and the possible construction of a 750 -seat arts facility.
Based on this request, Benshoof & Associates has now completed their study and will be making
a fortrid presentation at the February 20 Cowmc The attached iwort detads both theft:
findings and recommendations. For the most part, they are not recommending the necessity for
any significant capital improvements to facilitate the proposed developments.
With acceptance of the plan, staff will need to begin to undertake necessary steps to facilitate
implementation of the various recommendations. From a parking perspective, this will mean
working with the Zoning and Planning Commission, which has absorbed the responsibilities of the
Parking Committee.
Supporting Documents
Alternatives
Benshoof & Associates, Inc., study
CBD TRAFFIC/PARKING STUDY -- CENTRAL BUSINESS DISTRICT
The City Council has the following alternatives regarding this matter:
1. Approve the action as recommended by staff.
2. Continue for additional information and/or changes to the study.
. James b. Kerrigan r
Diredtor of Planning and conomic Development
Council Report 96 -35
W BENSHOOF & ASSOCIATES, INC.
TRANSPORTATION ENGINEERS AND PLANNERS
7301 OHMS LANE, SUITE 500 / EDINA, MN 55439 / (612) 832 -9858 / FAX (612) 832 -9564
February 15, 1996
MEMORANDUM
PURPOSE
1) Background Information
2) Traffic Implications
3) Parking Implications
4) Conclusions
REFER TO FILE:
TO: Tmt Kerrigan, �C of Hopkins
FROM: Jim Benshde!"and Ed Ter
RE: Traffic and Parking Analysis Results for the Proposed Theater and Arts
Facility Developments
96-02
This memorandum is to present the results of our traffic and parking analysis for the
proposed theater and arts facility developments. The purpose of our work has been to
address questions that have been raised about the effects the proposed developments will
have on traffic and parking operations. In addition to comprehensive technical analyses,
our work included contacts with several business owners in the area to listen to their
concerns and ideas for meeting the traffic and parking needs for the proposed
developments.
The two principal questions we have addressed in this study are:
1) Do the downtown traffic and parking systems provide sufficient capacity to
accommodate the proposed theater complex and arts facility?
2) If the answer to the first question is yes, what management measures should be
implemented to effectively meet the traffic and parking needs for the proposed
developments and to avoid adverse impacts on nearby existing uses?
The traffic and parking analysis results presented in this memorandum are organized as
follows:
•
Mr. Tim Kerrigan
BACKGROUND INFORMATION
Project Information
The two different developments presently being proposed are a movie theater /restaurant/
retail complex on the south side of Main St. between 11th and 12th Avenues and a
performing arts facility on the north side of Main St. between 1 lth and 12th Avenues. The
proposed locations are shown in Figure 1. The current site plan shows a 6 screen, 1,730
seat movie theater, a 5,000 sq. ft. sit down restaurant and 3,000 sq. ft. retail space in the
development south of Main St. The site plan for this development also shows 64 parking
spaces on -site. The performing arts facility is expected to contain a 750 seat stage area, a
125 seat meeting room, and various classrooms and practice areas. It is expected the
performing arts facility will have no on -site parking spaces.
TRAFFIC IMPLICATIONS
Exist onditions
To determine existing traffic conditions in the area, Benshoof staff performed traffic
counts at the Main St. /10th Ave., Main St. /11th Ave., and Main St. /12th Ave.
intersections. Traffic data was collected during the 4 -6 p.m. peak period on Tuesday,
January 23, 1996 and 11 -2 p.m. on Saturday, January 21, 1.996.
Traffic Forecasts
-2- February 15, 1996
Trip generation projections for the proposed developments were established for the
following three time periods: weekday p.m. peak hour, Friday evening, and Saturday mid-
day. The number of trips generated by the proposed theater development were
determined based on information published by the Institute of Transportation Engineers.
The number of trips generated by the proposed arts facility were determined based on the
seating capacity. The number of seats expected to be used during each time period was
divided by a vehicle occupancy of 3.0 to determine the total number of entering and
exiting trips. The 3.0 vehicle occupancy is typical for a family oriented use such as the
arts facility. The resultant number of trips are shown in Table 1.
PROPOSED
ARTS
FACILITY
51
PROPOSED
THEATER
COMPLEX f
ni
CITY OF HOPKINS
BENSHOOF & ASSOCIATES, INC.
TRANSPORTATIONENDINEERSANDPLANNERS
TRAFFIC AND PARKING
STUDY FOR ARTS
FACILITY AND
THEATER COMPLEX
FIGURE 1
LOCATIONS FOR
PROPOSED ARTS
FACILITY AND
THEATER COMPLEX
•
Mr. Jim Kerrigan -4- February 15, 1996
Use
Movie Theater
Restaurant
Retail
Arts Facility
Totals
Use
Movie Theater
Restaurant
Retail
Arts Facility
Totals
Use
Movie Theater
Restaurant
Retail
Totals
TABLE 1
TRIP GENERATION PROJECTIONS
Weekday P M. Peak Hour (4:30 to 5:30 p.m.)
Trip Generation Rate
In Out
15.67 /screen
6.4/1000 s.f.
6.67/1000 s.f.
0.048 /seat
6.83 /screen
5.2/1000 s.f.
5.0 /1000 s.f
0.074 /seat
Friday Evening (9 to 10 p.m.)
Trip Generation Rate
In
37.17 /screen
6.4/1000 s.f.
6.67/1000 s.f.
0.088 /seat
Out
24.0 /screen
7.0/1000 s.f.
7.0/1000 s.f.
0.31 /seat
Saturday Mid -Day (1 to 2 p.m.)
Trip Generation Rate
In Out
26.83 /screen 19.0 /screen
4.8/1000 s.f. 5.2/1000 s.f.
6.67/1000 s.f. 7.0/1000 s.f.
0.31 /seat 0.088 /seat
Trip Ends
In Out
94 41
32 26
20 15
42 65
188 147
Trip Ends
In Out
223 144
32 35
20 21
77 271
352 471
Trip Ends
In Out
161 114
24 26
20 21
271 77
476 238
•
Mr. Jim Kerrigan -5- February 15, 1996
Figure 2 shows the trip distribution percentages for the trips generated by the proposed
developments. These percentages are based on the expected origins and destinations of
customers that would make trips to the developments. Using these percentages, the trips
generated by the proposed developments were assigned to the surrounding roadways.
Traffic volumes were projected for the existing and post- development conditions at the
10th , 1 lth and 12th Avenue intersections with Main St. for the following time periods:
weekday p.m. peak hour (4:30 to 5:30 p.m.), Friday evening (9 to 10 p.m.), and Saturday
mid -day (1 to 2 p.m.). These volume projections account For existing volumes plus a
three percent background growth in these volumes plus the new trips generated by the
proposed developments.
For traffic analysis purposes, we examined four principal criteria:
• Ability of the following three intersections to adequately accommodate the
projected post - development volumes: Main St. /10th Ave., Main St. /11th Ave.,
and Main St. /12th Ave.
• Adequacy of traffic movements along 10th and 1 lth Avenues south of Main
St.
• Provisions for customer drop off and pick up
• Safety and convenience for pedestrian movements to and from the theater
complex and arts facility
Figure 3 illustrates the intersections and roadways most affected by the proposed
developments. From an intersection capacity standpoint, we found that all three
intersections will be able to effectively accommodate the projected post - development
volumes, All three intersections will operate at level of service C or better during each of
the three analyses time periods: Friday evening, Saturday afternoon, and Saturday
evening. This level of service involves limited delay and fully meets applicable engineering
standards.
The next step is to address the adequacy of traffic movements along 10th and 1 lth
Avenues south of Main St. Between Main St. and 1st St. S., 1 lth Ave. is 44 feet wide
with one lane of traffic in each direction plus parking on the west side. South of 1st St. S.,
1 lth Ave. soon will be upgraded in conjunction with the County Hwy. 3 project to
provide two traffic lanes in each direction. Our analyses have shown that the segment of
11th Ave. between Main St. and 1st St. S. is of sufficient width to accommodate the
projected traffic volumes.
5%
4 -0
i 5%
15%
15%
1ST ST. N.
15%
H
ARTS
FACILITY
H
5%
MAIN ST.
THEATER
COMPLEX
1'0'
15%
1ST ST. S.
t 35%
t 51
t 5%
ui
x
NOT TO SCALE
CITY OF HOPKINS
W BENSHOOF & ASSOCIATES, INC.
TRANSPORTATIONENOINEERSANDPLANNERS
TRAFFIC AND PARKING
STUDY FOR ARTS
FACILITY AND
THEATER COMPLEX
FIGURE 2
TRIP DISTRIBUTION
PERCENTAGES
•
•
CITY OF HOPKINS
BENSHOOF 8 ASSOCIATES, INC.
TNANSPONTATIONENOINEENSANDPLANNENS
TRAFFIC AND PARKING
STUDY FOR ARTS
FACILITY AND
THEATER COMPLEX
FIGURE 3
ROADWAYS AND
INTERSECTIONS
MOST AFFECTED BY
PROPOSED
DEVELOPMENT
•
Mr. Tim Kerrigan
-8- February 15, 1996
To enhance operations along 11th Ave. south of Main St., we would suggest the
following two changes:
• Stripe a second northbound lane from 1st St. S. to Main St. in order to provide
increased capacity and northbound traffic continuity.
• Remove the parking on the west side of 1 lth Ave. from Main St. to the south
boundary of the theater development. This change will serve three purposes:
improve visibility for pedestrian safety, increase maneuvering space for
southbound traffic entering the parking ramp or theater parking lot and provide
space for drop off/pick up activities on the west side of 1 lth Ave.
Regarding 10th Avenue, we believe that traffic volumes will increase significantly along
the block between Main St. and 1st St. S. due to theater and arts facility customers using
the parking ramp. With this increased traffic use, we believe that safety problems likely
would arise regarding the existing angle parking on the west side of 10th Ave. between
Main St. and the alley to the south. The two principal safety issues are that parked
vehicles back up into the southbound traffic stream and that the parked vehicles restrict
sight distance for motorists entering 10th Ave. from the west on the alley or the parking
ramp exit. To resolve this problem, the angle spaces should be restriped to parallel spaces.
This action will reduce the number of spaces on this portion of 10th Ave. from the existing
11 angle spaces to about five parallel spaces. We are confident that sufficient other spaces
are available nearby on 10th Ave. and Main St. to offset this six space reduction.
For the proposed types of uses, we believe that a significant amount of customers drop
oWpick up activity will occur. Provisions for such activity need to be made near the front
doors for the theater and arts facility.
From the standpoint of pedestrian movements, it is important that persons walking to and
from the theater complex and arts facility be accommodated with a high level of safety and
convenience. To achieve this outcome, it is important that pedestrians be encouraged to
use public sidewalks and established crosswalks at intersections. With the expected
significant use of the parking ramp and other public parking east of 1 lth Ave., we expect a
major concentration of pedestrian movements at the intersection of Main St. and 11th
Ave. To provide adequate safety for this high volume of pedestrian movements, we
would recommend that a "no turn on red" restriction be applied to all four approaches to
this intersection.
Mr. Tim Kerrigan
-9- February 15, 1996
From the preceding considerations, our overall recommended plan for the Main St. /11th
Ave. intersection area is shown in Figure 4. Major features shown in this plan include:
• Two northbound lanes on 11th Ave., for which the right lane serves right turns
only at Main St.
• "No Turn on Red" restriction on all four approaches to the Main St. /11th Ave.
intersection
• Short right turn lanes on the west and north legs of the intersection to enhance
traffic movements and to offset the capacity reduction from prohibiting right
turns on red
• Drop offlpick up zones on the north and south sides of Main St. between 1lth
and 12th Avenues
PARKING IMPLICATIONS
As a first step in the parking analysis, it is important to identify the primary parking impact
area for the theater complex and arts facility. For definitional purposes, the primary
parking impact area means the area that will be most affected by parking for the new
developments and the area which involves walking distances that customers would find
acceptable. Based on our related experiences, on other parking studies for downtown
Hopkins, and on other research, we have established the primary parking impact area as an
800 foot radius circle from the center of the block on Main St. between 1 1th and 12th
Avenues (see Figure 5). One recent article' has indicated that this 800 foot walking
distance will provide level of service B (effective performance) for outdoor, uncovered
parking.
The next step is to establish the public parking supply that will exist in the primary impact
area upon completion of the theater complex and arts facility. Accounting for existing
conditions plus a few changes that would be expected by the time the new developments
are open, this total available public parking supply is shown in Figure 6. As indicated, the
total number of spaces is 1,133. For conservative purposes, it is important to note that
this supply does not include the City Hall parking lot (which is just outside the 800 foot
ring), the St. Joseph's lot, or the library lot.
"How Far Should Parkers Have to Walk," Parking, Mary S. Smith and Thomas A. Butcher, September
1994, p. 29
SCALE
0
•
80'
DROP OFFiPIK UP
DROP OFF/PICK UP
tl
a
• - BUILDING ENTRANCE
rm
IL
4-
PARK
RAMP
L 1st ST. S.
MAIN ST.
• PARK
ONLY
NO
TURN
ON
RED
RIGHT
TURN
LANE
MUST
TURN RIGHT
FE
CITY OF HOPKINS
BENSHOOF & ASSOCIATES, INC.
TRANSPORTATIONEMOINEERSANDPIANNERS
TRAFFIC AND PARKING
STUDY FOR ARTS
FACILITY AND
THEATER COMPLEX
FIGURE 4
RECOMMENDED PLAN
FOR MAIN STJIITH AVE.
INTERSECTION
Nal
�� JI in Hi
Conical
800 FT. RADIUS; WALKING TIME TO THEATER IS 3 -31/2 MINUTES
1
Pork
ST
a 6.
City
Holl
0
SCALE
400'
I1
t
CITY OF HOPKINS
BENSHOCF & ASSOCIATES, INC.
TPANSPORTATIONENOINEERSANDPLANNERS
TRAFFIC AND PARKING
STUDY FOR ARTS
FACILITY AND
THEATER COMPLEX
FIGURE 5
PRIMARY PARKING
IMPACT AREA
•
Cen tra�
IIItIIHIII"'I
Pork
LEGEND
- 3 HOUR (669 SPACES)
- 2 HOUR (247 SPACES)
- 1 HOUR (69 SPACES)
- UNRESTRICTED (148 SPACES)
TOTAL SUPPLY IS 1,133 SPACES
SCALE
0 400'
L
TRAFFIC AND PARKING
STUDY FOR ARTS
FACILITY AND
THEATER COMPLEX
CITY OF HOPKINS
W BENSHOOF & ASSOCIATES, INC.
TRANSPORTATIONENOINEERSANDPLANNERS
FIGURE 6
FUTURE PUBLIC
PARKING SUPPLY
BY TIME LIMIT
•
•
Mr. run Kerrigan
-13- February 15, 1996
Next, it is important to identify spaces within the primary impact area which should not be
used by customers of the theater complex or arts facility. Based on our understanding of
downtown area land uses and parking needs, we have determined that customers of the
new developments should be discouraged from using the spaces shown in Figure 7. The
three particular categories of spaces shown in Figure 7 and a brief explanation of each are
as follows:
• On- street parking on 12th Ave. north of the arts facility and on 1 lth Ave.
north of 1st St. N. These are residential areas, and the parking should
primarily be limited to the residents and their visitors.
• Lot #500. This lot is needed for adjacent businesses. Theater and arts facility
customers would practically fill the lot unless controls were established.
• On- street parking on Main St. and on 10th Ave. just north and south of Main
St. These spaces are needed for nearby businesses during daytime and early
evening hours on Monday through Saturday.
The summation of all spaces shown in Figure 7 is 227 spaces. Another note shown hi the
figure is that on- street parking by theater and arts facility customers also should be
discouraged in residential areas north and south of the primary impact area.
The next step is to project the parking demand for theater complex and arts facility. To
accomplish this effort, we have utilized several sources of information, including: prior
studies that we have performed, information from Mann Theaters, data published by the
Institute of Transportation Engineers, and data published by the Urban Land Institute.
Our analysis and the resultant parking demand projections are shown in Table 2. As
indicated, the peak parking demand for the new developments is projected to be 673
spaces on a Saturday evening, with the next two busiest periods being 664 spaces on a
Friday evening and 465 spaces on a Saturday afternoon. It should be noted that these
projections assume that all of the uses will have a busy level of activity.
The next item in our analysis was to add these new parking demand projections to the
existing parking usage levels and, then, to correlate this resultant total parking demand to
the available spaces. The results of this tabulation are shown in Figure 8. As shown, the
parking supply, even after removing the 227 spaces shown on Figure 7 which should not
be used by theater or arts facility customers, is greater than the total parking demand
during all three time periods.
In order to achieve the type of parking outcome represented by Figure 8, in which the
theater and arts facility customers are effectively accommodated and no significant
negative impacts are caused for other property owners, we believe that the City needs to
implement a series of parking management measures. One recommended action, shown in
Figure 9, is that the City should change the time limit for most regulated on- street parking
in the primary impact area from two hours to three hours. This change is needed to
accommodate theater or arts facility customers who come for a matinee performance.
Central
Park
NOTES: • TOTAL NUMBER OF SPACES WHERE THEATER
PARKING SHOULD BE DISCOURAGED 1S 227 SPACES
• THEATER PARKING ALSO SHOULD BE
DISCOURAGED IN RESIDENTIAL AREAS NORTH
AND SOUTH OF THE PRIMARY IMPACT AREA
f L
J L
N
SCALE
0 400'
CITY OF HOPKINS
W BENSHOOF & ASSOCIATES, INC.
TRANSPORTATI OKENGINEERSANDPLANNERS
TRAFFIC AND PARKING
STUDY FOR ARTS
FACILITY AND
THEATER COMPLEX
FIGURE 7
AREAS IN WHICH
THEATER PARKING
SHOULD BE STRONGLY
DISCOURAGED
O al
• co
2 ee l -
0 4
CSI a CI
o.
LU CC
CC • 4
a. riLl
0
0
0
4
0
0
0
0
0
0
I
O al
• co
2 ee l -
0 4
CSI a CI
o.
LU CC
CC • 4
a. riLl
906 906 906
834
664
N170
FRIDAY EVENING
751
465
286
114
SATURDAY AFTERNOON SATURDAY EVENING
LEGEND
- NET PARKING SUPPLY AVAILABLE FOR
THEATER AND ARTS FACILITY CUSTOMERS
(TOTAL SUPPLY OF 1,133 SPACES MINUS
227 SPACES THAT SHOULD NOT BE USED)
- EXISTING PARKING DEMAND
1 - ADDITIONAL PARKING DEMAND DUE TO
THEATER COMPLEX AND ARTS FACILITY
787
673
CITY OF HOPKINS
BENSHOOF & ASSOCIATES, INC.
TRANSPORTA TIONENGINEERSANDPLANNERS
TRAFFIC AND PARKING
STUDY FOR ARTS
FACILITY AND
THEATER COMPLEX
FIGURE 8
PARKING SUPPLY AND
DEMAND ANALYSIS
WITHIN PRIMARY
IMPACT AREA
•
- CHANGE TO 3 HOURS
8 AM - 6 PM, SEVEN DAYS PER WEEK
CITY OF HOPKINS
W BENSHOOF & ASSOCIATES, INC.
TRANSPORTATIONENOINEERSANDPLANNERS
TRAFFIC AND PARKING
STUDY FOR ARTS
FACILITY AND
THEATER COMPLEX
FIGURE 9
RECOMMENDED
PARKING TIME
LIMIT CHANGES
Other primary parking management measures that should be implemented are as follows:
Mr. Jim Kerrigan
-18- February 15, 1996
a) Install signs at the entrances to lot #500 indicating that theater parking is
prohibited
b) Receive input from businesses along Main St. east of 11th Ave. to determine
whether any changes are needed to existing parking regulations along this
street
c) Provide information at movie theater and Arts Facility to inform patrons about
where to park, e.g. use of "trailer" on movie screens
d) Use other media, such as local newspaper and communications from
Downtown Business Association, to educate theater and arts facility customers
on where to park
e) Install hardware in parking ramp to inform motorists when it is full and to
provide information on alternative parking sites
f) Implement design features to strengthen linkage between theater complex and
parking ramp
g)
Improve pedestrian connection between Lot #300 and theater complex
In addition to the above management measures that we would recommend be implemented
in conjunction with initial opening of the theater complex, we have identified several other
contingency measures. We believe that it is important for the City to have other such
measures available for possible implementation in the event that unexpected difficulties
arise. Particular contingency measures that we believe are important for this situation are:
a) Potential additional exit from the parking ramp to 1 lth Ave. We understand
that the parking ramp design allows for a possible exit to 11th Ave. near the
northwest corner of the facility. This option would be important to consider if
congestion occurs on 10th Ave. or on the parking ramp exit to 10th Ave.
b) Arrangements for theater customers to use the St. Joseph's parking lot and/or
the library lot. This could be pursued if needs arise and if the theater use
would not conflict with existing uses for those parking lots.
c) Change the parking time limit for lot #500 from the existing three hours to one
or one and a half hours. This action would be important if the recommended
signing to prevent theater customers from using lot #500 is not sufficient to
preserve use of this lot for customers of nearby businesses.
•
•
Mr. Jim Kerrigan
-19- February 15, 1996
d) Establishment of residential parking permit program. If operating experiences
indicate that parking by theater customers causes negative impacts on
residential streets, the City should consider implementing this type of program
in the impacted area to eliminate the problem.
e) Establishment of a management program to meet theater parking needs,
without causing adverse impacts for other users, for weekday matinee
performances. This will be important if weekday matinee showings are
scheduled and if they attract significant patronage.
CONCLUSIONS AND IMPLEMENTATION RECOMMENDATIONS
Principal conclusions that we have established through the analyses presented in this
memorandum are:
a) The downtown roadway system will be able to effectively accommodate the
increased traffic associated with the proposed theater complex and arts facility
provided that the following operational changes are implemented:
Striping of parallel parking spaces on the west side of 10th Ave.
between Main St. and the alley to the south instead of the existing angle
spaces
— Traffic signing and marking plan shown in Figure 4 for the Main
St. /1 lth Ave. intersection area
b) The downtown public parking system will be able to effectively accommodate
customers for the theater complex and arts facility provided that the series of
management measures recommended in this report are implemented.
c) The City should retain the contingency measures described in this report as
possible mitigation actions in the event that unexpected difficulties arise.
Specific implementation steps that we recommend are as follows:
1) Before theater complex opens
la) City and developer establish a plan to educate customers on where to
park
lb) Stripe the existing parking lot on the future arts facility site
•
Mr. Jim Kerrigan -20- February 15, 1996
• 3) After theater opens
2) In conjunction with theater opening
2a) Change time limits for on- street parking shown in Figure 9 from two
hours to three hours
2b) Install signs at the entrances to lot #500 prohibiting use of this lot for
theater customers
2c) Install appropriate hardware and signing at the entrance to the parking
ramp to inform users when this facility is full
2d) Implement the recommended traffic plan for the Main St /11th Ave.
intersection area, including appropriate traffic signs and pavement
markings
2e) Restripe from angle to parallel parking the existing spaces on the west
side of 10th Ave. between Main St. and the alley to the south.
20 Implement the public information and communications plan established
in step la)
3a) Monitor traffic and parking operations and make adjustments as needed