Memo - Southwest LRT Open HouseMEMO
To: Hopkins City Council
�
From: Tara Beard, Com unity Development Coordinator
Date: August 6, 2009
Subject: Southwest LRT Open House
From 6:30 — 8pm on August 11 there will be a Southwest Light Rail Transit Open House in the
lobby and council chambers of City Hall. The City Council is invited to
the the hop of House
and view the 7pm presentation of the Station Area Planning process
worksession. The open house will include consulting staff from both the Station Area Planning
process and the Draft Environmental Impact Study process.
Attached are the conceptual site development plans that were presented to the Council at its
worksession on July 28. The plans are being modified based on comments from that meeting
and other discussions with county and city staff and revised plans will be presented at the Open
House. Draft plans showing building heights, square footage summaries, and traffic information
that were submitted for discussion this week are also included in this packet, but are being
continuously modified.
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Capacity status is estimated based on Highway Capacity Methodology and a comparison
of Year 2030 Metropolitan Council regional transportation model average daily traffic
projections for Baseline and with Southwest LRT Project scenarios. The future SW LRT
Build Alternative used in forecasting Year 2030 with LRT Project average daily traffic
volumes is the Southwest Corridor 3C Alternative routing modeled in 2006. The Met
Council 2030 model runs were calibrated using adjustments derived through comparisons
between official MnDOT 2000 AADTs and the 2000 Base Model AADT outputs from
the regional model. The 2030 LRT Build Alternative model was based on assumptions
of future background development plus induced development from the LRT line.
CADOCUME-1 tbeard LOCALS-1 \Temp \Temporary Directory 5 for Traffic Site Access ReportzipViraffic Site Access RepornAppendix_Roadway Capacity
8/6/2009 2:10 PM
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Over /Under Capacity
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-3,350
2030 LRT 3C
Over /Under Capacity
- 11,500
004'9 -
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-3,700
2030 LRT 3C
Over /Under Capacity
-3,700
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2030 LRT 3C
Over /Under Capacity
- 21,030
004' L L
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I 2030 LRT 3C 1
I Over /Under Capacity
- 21,030
-5,000
- 11,400
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Over /Under Capacity
-8,600
00L'4
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I Capacity status is estimated based on Highway Capacity Methodology and Year 2030 Metropolitan Council regional transportation model average daily traffic
1
1 projections for Baseline and Southwest LRT Build scenarios. 1
(Table A -1. Southwest LRT Station Access Route Daily Traffic Capacities
009'0Z
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17,750
10,780
5,300
2030 LRT 3C
Projected ADT
8,400
006'll
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000'9
00E'4
009'9
009'6Z
00 L'6
25,250
2030 LRT 3C
Projected ADT
24,100
15,650
13,700
16,400
2030 LRT 3C
Projected ADT
16,400
09L'4
094'£
6,300
2030 LRT 3C
Projected ADT
14,570
30,600
24,200
008'8 I
00E'E L
I 2030 LRT 3C
Projected ADT
14,570
30,600
1 24,200
008'8
00E'EL
1 2030 LRT 3C
Projected ADT
20,000
28,700
10,400
3,800
- 10,000 J
04£'0 L
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_ 0S£'EL
004'9
009'91
0£6
0S£'4
2030 Base AIL 1
Over /Under Capacity
- 1,100
OO
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009' 4
004'9 -
00£'9
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-6,500
2030 Base Alt.
Over /Under Capacity
- 10,800
09Z'9
099'Z
-3,950
2030 Base Alt.
Over /Under Capacity
-3,950
009'4L
009'9
- 9,500
2030 Base Alt.
Over /Under Capacity
- 20,180
00E'Z L
009'£
OOL'8
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2030 Base Alt
Over /Under Capacity
- 20,180
00E'ZL
009'£
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096'Z
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Over /Under Capacity
- 12,200
099'9 f
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1 009'81
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09Z'9 L
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1 009'4
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2030 Base Alt I
Projected ADT I
7,400
6,300
10,400 l
004'9
000'L
I OOZE
008'9
00Z'9Z
000'9
22,100
2030 Base Alt.
Projected ADT
24,800
17,550
14,850
16,150
2030 Base Alt.
Projected ADT
16,150
009'9
000'E
5,400
2030 Base Alt.
Projected ADT
15,420
00£'EZ
00 L'Z£
00Z'9
099'0 L
L 2030 Base Alt.
Projected ADT
15,420
32,100
23,300
002,9 I
099'0 L
1 2030 Base Alt.
Projected ADT
16,400
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28,600
20,100 I
28,600
20,100 I
28,600
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8,500
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28,600
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Ca acity
35,600
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14,900
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Ca acity
35,600 •
35,600
35,600
006'41.
009'E L
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I 35,600
35,600
13,500
14,900
PIo4s u,
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28,600
009'8
009'8
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Number of Lanes Per Direction I
Right Lanel
Right Lane
1
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Right Lane
1
1 Number of Lanes Per Direction
Right Lane
1
1 Number of Lanes Per Direction
Right Lane
Thru Lanes
2
N•
Thru Lane
2
Thru Lane
2
Thru Lane
2
rf Lanes Per
Thru Lane
1 2 1
if Lanes Per
Thru Lanes
2
1 2
rf Lanes Per
I Left Lane
1
LI auei ua�
Left Lane
1
Left Lane
Left Lane
1
Left Lane
Excelsior Blvd e/of Shady Oak'
11th Ave n /of Excelsior
11th Ave s /of Excelsior
11th Ave s /of LRT line
Shady Oak Rd n /of Excelsior
Shady Oak Rd s /of Excelsior
5th Streetwlof 11th Ave
17th Ave n /of Excelsior
1 Opus Station 1
Roadway Segmentl
Smetana Dr e/of Shady Oak
_ Smetana Dr e/of 11th Ave
Smetana Dr n/of Bren Rd
Opportunity Ct n /of Smetana Dr
Bren Rd w /of Shady Oak
Bren Rd e/ of Shady Oak
Bren Rd w /of Green Cricle
Bren Rd w /of Smetana Dr
Shady Oak Rd n /of Bren Rd
Shady Oak Rd s /of Bren Rd
City West Station
Roadway Segment
Shady Oak Rd n /of TH 62
Shady Oak Rd s /of TH 62
Shady Oak Rd w /of TH 212
Shady Oak Rd e /of TH 212
Golden Triangle Station
I
Roadway Segment
Shady Oak Rd e /of TH 212
Shady Oak Rd s /of 70th St
Valley View Rd w /of Shady Oak Rd
Valley View Rd e/of Prairie Center
Eden Prairie Town Center
Roadway Segment
Prairie Center nlof TH5
Prairie Center s /of TH 51
Prairie Center nw /of TH 212'.
Technobgy Dr e/of Prairie Center
78th St e /of TH 212
1 Southwest Station
Roadway Segment
Prairie Center n /of TH5
Prairie Center s /of TH 5
Prairie Center nw /of TH 212
Technobgy Dr e/of Prairie Center
78th St e/of TH 212
I
1 Mitchell Road Station
Roadway Segment
Mitchell Rd n /of TH 5
Mitchell Rd s /of TH 5
Technology Dr wlof Mitchell Rd
Wallace Road s /of TH 5
CADOCUME-1 tbeard LOCALS-1 \Temp \Temporary Directory 5 for Traffic Site Access ReportzipViraffic Site Access RepornAppendix_Roadway Capacity
8/6/2009 2:10 PM
8/6/2009 2:10 PM
05£'tr
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009'9
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009'1.
2030 LRT 3C 2030 LRT 3C I
Over /Under Capacity
- 900
- 11,300
- 1,650__
-4,050
-6,000
2030 LRT 3C 2030 LRT 3C 1
Over /Under Capacity
- 16,700
- 13,300
- - - 15,800 _
- 12,450
_. 4,550
- 3,250
_. -._.- 9,950 - -.
2030 LRT 3C
Over /Under Capacity
-9,250
5,744
- 12,550
- 11,900
4,550
150
- 10,200
-2,100
2030 LRT 3C
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2030 LRT 3C
Over /Under Capacity
-7, 300
- 13,700
I
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2030 LRT 3C
0 00000 ) 0 . O
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I 2030 LRT 3C
I-
0
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I 2030 LRT 3C
Projected ADT
28,300
21,900
Projected ADT
7,600
8,800
6,850
4,450
14,100
2030 LRT 3C
Pro ADT
21,250
00£'9
OZ£'£
009'4
000
055'9
094'ZL
13,550
16,550
0OL'6
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1Table A -1. Southwest LRT Station Access Route Daily Traffic Ce
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00 V9
000'6
1 09Z'1,-
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- 17,050
- 12,500
00£'4 -
009'9
008'81.
009'6
2030 Base Alt.
Over /Under Capacity
- 900
- 10,550
- _ -2,850
-- _ -2,850 - -
-6,300
2030 Base Alt.
Over /Under Capacity
- 14,050
-11,900
- 16,000
- 12,600
2030 Base Alt.
Over /Under Capacity
- 12,750
- 6,400
- 13,650
-- - - 12,900
5,000
- 1,250
- 13,850
-- -
-3,250 - -
I 2030 Base Alt.
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Over /Under Capacity
-8,600
- 16,750 _ - - - --
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009'9Z
052'4
004'Z I.
001'91.
1 055'1.1.
009's l
OOE'E
008'6
006' L I
2030 Base Alt.
Projected ADT
7,600
9,550
5,650
5,650
13,800
iIV asea OCOZ
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O N rM., (^
2030 Base Alt.
0
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2030 Base Alt.
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2030 Base Alt.
Projected ADT
27,000
Threshold
CapacIty
35,600
001;0Z
1 009
20,100
8,500
00992
009'9Z
20,100 f
20,100
009'86
001.'02
I ploysaitu
Ca . acity
8 500
20
8
8,500
20
Threshold
ploys
Threshold
O O
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Capacity
35,600
35,600
Number of Lanes Per Direction
Number of Lanes Per Direction
CC
Number of Lanes Per Direction
CD
0
Number of Lanes Per Direction
E
1 Number of Lanes Per Direction
Right Lane
1
1
Thru Lanes
2
2
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2
Left Lane
1
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Belt Line Blvd Station
Roadway Segment
TH 7 w /of Belt Line Blvd
TH 7 e/of Bet Line Blvd'
Bet Line Blvd s/of TH 7
Bet Line Blvd s/of 35th St'
Ottawa St n /of TH 7
36th Street e/of Park Center Blvd'
36th St e/of TH 100
Minnetonka Ave e /of Ottawa
Monterey Lane s /of Belt Line Blvd
1 Wooddale Avenue Station 1
Roadway Segment
Wooddale Ave n /of TH 7
Wooddah Ave s /of TH 7
Wooddale s/of Oxford
Dakota Ave n /of Lake St
36th St w /of TH 100
1 Louisiana Avenue Station
Roadway Segment
Louisiana Ave n /of Walker St
Louisiana Ave s /of Lake St
Louisiana Ave s /of Oxford,
Louisiana Ave n /of Excelsior
Oxford St e/ of Louisiana
Oxford St w/ of Louisona
Lake Street e /of Lousianai
1 Blake Road Station
Roadwa Se. ment
Blake Road s /of RR
Blake Road s /of TH 7
Excelsior Blvd w /of Blake
Excelsior Blvd e /of Blake
2nd Street w /of Blake
2nd Street near Jackson
St. Louis Street n /ofExclesior
Minnetonka Mill Rd w /of 169
1 Hoskins Downtown Station
Roadwa Se t ment
Excelsior Blvd e /of 5th Ave
Excelsior Blvd w /of 5th Ave
Excelsior Blvd w /of 11th Ave
17th Ave n /of Excelsior
17th Ave s /of TH 7
5th Ave s /of TH 7
5th A ve s /of Minnetonka Mill
5th Ave n /of Excelsior
5th Ave s /of Excelsior
11th Avenue n /of Excelsior
11th Avenue s /of Excelsior
1 Shady Oak Station
Roadway Segment
Excelsior Blvd e /of 8th Ave
Excelsior Blvd w /of 11th Ave
8/6/2009 2:10 PM
SOUTHWEST LIGHT RAIL TRANSITWAY
STATION AREA ACCESS PLANNING
CONCEPTUAL TRANSPORTATION ASSESSMENT
City of Saint Louis Park LRT Stations
1. Belt Line Boulevard Station
Access to Station Site
Access to the Belt Line Boulevard Station parking area could potentially be
accommodated on the north or south side of the existing Canadian Pacific Railway tracks
that currently run parallel to the adjacent Southwest LRT Regional Trail. Direct access to
a south side (relative to the CP tracks) station location would be provided via Park Glen
Road from Belt Line Boulevard. Belt Line Boulevard is a four -lane collector street
providing a primary connection between Trunk Highway 7 to the north and 36 Street
West and the Saint Louis Park Civic Center and commercial district to the south. Belt
Line Boulevard currently crosses at grade a single -track mainline and dual siding tracks
owned by Canadian Pacific Railway and operated by Twin Cities & Western Railroad.
The existing regional trail runs parallel to and north of the CP Rail line.
Access to a south side station site would be provided via Park Glen Road. Currently Park
Glen Road is a wide two -lane city street providing access to multi- story, multi - family
housing and several mid -rise office buildings.
The existing parking lot east of Belt Line Boulevard serves an office building but is
underutilized and could potentially be shared with park- and -ride light rail users. A
vacant parcel immediately west of the lot could accommodate an expanded park- and -ride
lot. The existing driveway curb cut on Park Glen Road would be the most likely rail
station access point to be shared with the adjacent office building to the east. A second
driveway at the west edge of the existing lot could be established for right -out only
egress. This circulation pattern would accommodate bus transit accessing the station.
The potential south side station site currently is served by a sidewalk along the north side
of Park Glen Road and a pedestrian/bicycle trail along the east side of Belt Line
Boulevard. Good regional and neighborhood trail access is provided by the Southwest
LRT Regional Trail and a system of interconnecting city trails that includes a
pedestrian/bicycle bridge crossing of Highway 7.
Access to a north side station location east of Belt Line Boulevard would be via the TH 7
frontage road and Natchez Avenue. Currently, the TH 7 Frontage Road is a two -lane
collector street providing access to office and light industrial uses east of Belt Line
Boulevard and is controlled by a stop sign at the intersection with Belt Line Boulevard.
A city pedestrian/bike trail runs along Belt Line Boulevard and connects to the trail
bridge overpass of TH 7 to the west. Figure 1 shows primary access routes for station
site located north or south of the CP Rail line.
General Roadway Capacity
A general roadway capacity analysis of projected average daily traffic volumes indicates
that existing roadway capacity would be sufficient to handle anticipated traffic volumes
resulting from the implementation of the light rail line along the major roadways
providing access to the site. See Appendix Table A -1 for a listing of Year 2030 average
daily traffic compared to daily threshold capacities, with and without the Southwest LRT
project.
Potential Constraints
A south side station access location may be constrained by the existing CP rail tracks and
rail operations. Unless a major re- alignment of CP tracks were to allow for the placement
of the LRT track to the south, LRT patrons arriving and parking at a south side lot would
have to negotiate crossing the active CP line. This would require walking out of direction
to the pedestrian/bike trail along Belt Line Boulevard to the west and then walking back
to the station platforms to the east. Another option would be to construct a grade -
separated pedestrian crossing of the CP line to access the LRT line to the north.
The CP Rail crossing of Belt Line Boulevard is a potential problem area. The city trail
connecting with the regional trail along the east side of the rail crossing is not striped or
physically separated from the roadway shoulder. There is no sidewalk along the west
side of Belt Line Boulevard at or south of the rail crossing.
A north side station location may have challenges to providing safe and efficient
vehicular access. The frontage road intersection on Belt Line Boulevard is very close
(within 150 feet) of Highway 7 which could make it difficult to implement a future traffic
signal. In addition, the potential access road into the station site from the frontage road
(Natchez Avenue) is also very near the Belt Line Boulevard intersection which could Lead
to queuing and blocking problems on the frontage road during peak periods. This
problem could be alleviated with either a fully grade- separated interchange of TH 7/Belt
Line Boulevard (similar to the interchange planned at Wooddale Avenue) or a new signal
at the frontage road /Belt Line Boulevard intersection fully integrated and programmed to
function as a single unified operation with the existing TH 7 /Belt Line Boulevard signal.
Also, there are no existing sidewalks along the TH 7 frontage road.
Possible Transportation Improvements
The following potential transportation improvements (also shown in Figure 1) should be
considered, depending on whether a north or south side station access location is selected:
• Monitor the need for a future traffic signal at Park Glen Road and Belt Line
Boulevard (for south side station site).
• Paint stripe Park Glen Road to accommodate left turn lanes at Belt Line
Boulevard (south side station).
• Monitor the need for a future traffic signal at the Highway 7 frontage road and
Belt Line Boulevard with interconnection to the signal on Highway 7 and timed
as a single, unified signal operation (for north side station site).
• Provide safe bicycle /pedestrian access across at -grade rail crossings on Belt Line
Boulevard.
• Provide a sidewalk and safe crossing zone on Belt Line Boulevard south of the
CP Rail crossing to provide convenient access for employees of the Federal
Express (or future tenant) office building immediately south of the tracks on the
west side of Belt Line Boulevard.
2. Wooddale Avenue Station
Access to Station Site
Wooddale Avenue is currently a four -lane roadway with signals at Highway 7 and at 36
Street West. Approximately at the mid -point between these roadways is the existing dual
track CP Rail corridor with the parallel running Southwest LRT Regional Trail on the
north side of the tracks. A new fully grade- separated interchange of Highway 7 and
Wooddale Avenue is scheduled for construction in fall of 2009.
There is the potential for a station site location on either the north or south side of the CP
Rail corridor east of Wooddale Avenue. A north side station would be accessed from
Wooddale Avenue via a Highway 7 frontage road to be re- located as part of the
scheduled TH 7 /Wooddale Avenue interchange construction project.
A south side station site could be located at the site of the existing Nash Frame Design
factory showcase on 36 Street just east of Wooddale Avenue. Direct access would be
provided via 36 Street and from Yosemite Avenue.
Given the close proximity of existing driveway curb cut on 36 Street to Wooddale
Avenue, left turn access to parking should be provided via Yosemite Avenue to the east.
It may be possible to retain right - in/right -out access at the existing driveway, but left
turns will require access via Yosemite Avenue. Figure 2 shows possible access routes
and options for a north or a south side station site.
General Roadway Capacity
A general roadway capacity analysis of projected average daily traffic volumes indicates
that existing roadway capacity would be sufficient to handle anticipated traffic volumes
resulting from the implementation of the light rail line along the major roadways
providing access to the site. See Appendix Table A -1 for a listing of Year 2030 average
daily traffic compared to daily threshold capacities, with and without the Southwest LRT
project.
Potential Constraints
If LRT station site access were to be located north of the CP rail corridor, parking would
need to be provided across the Highway 7 frontage road (to be relocated to the south of
the existing frontage road as part of the TH 7 /Wooddale Avenue interchange project)
from the actual station platforms. LRT patrons could cross the road at a new signalized
intersection with Wooddale Avenue, but convenience and safety might be reduced.
For station access located south of the CP Rail tracks, LRT patrons would have to
negotiate crossing the active CP tracks unless a major re- alignment of the tracks were to
allow for the placement of the LRT track south of the CP line.
Currently, there is no painted crosswalk at the north lea of Wooddale Avenue.
Consequently, pedestrians walking along the north side of 36 Street west of Wooddale
Avenue would need to cross traffic three times (twice crossing 36 Street and once
crossing Wooddale) to safely gain direct access to the south side rail station site.
Potential Opportunities
Opportunities to improve pedestrian access to the multi -story apartments /condominiums
off of Xenwood Avenue east of the south station site should be explored. Possible
solutions might include constructing a trail or sidewalk parallel to and south of the
existing CP tracks and /or improving sidewalk connections through the neighborhood.
Improving general pedestrian access for other neighborhood residents (e.g., the new
multi -story condominiums at Xenwood Avenue and 36` Street) should also be
considered. It may also be feasible to construct a pedestrian underpass of the rail lines at
the northern terminus of Xenwood Avenue to better integrate multi - family housing and
facilitate pedestrian access to a north or south side LRT station.
Possible Transportation Improvements
The following potential transportation improvements (also shown in Figure 2) should be
considered:
• Develop a short two -way access road to connect the south station site to the
intersection of Yosemite Avenue and 35 -1/4 Street West via right -of -way owned
by Hennepin County Regional Rail Authority.
• Construct a trail or sidewalk parallel to and south of the existing tracks and/or
improve sidewalk connections through the neighborhood to improve pedestrian
connections to multi - family housing east of the station.
• Construct a pedestrian underpass of the rail lines near the northern terminus of
Xenwood Avenue to create a convenient pedestrian connection to either a north
or south side LRT station site for neighborhood residents on either side of the
tracks. .
3. Louisiana Av enue Station
Access to Station Site
There are potential Louisiana Station site locations north and south of the existing CP
Rail corridor on the east side of Louisiana Avenue. Direct access to a south side location
would be provided via Oxford Street, an industrial collector street. Access to a north side
site would likely be shared via the existing driveway to Sam's Club south of Lake Street.
Alternatively, access could be accommodated via Lake and Monitor Streets just east of
the north station site. The rectangular shape of the south side station site would have the
greatest flexibility for multiple access points and traffic to and from the site would be
unimpeded by traffic from adjacent uses as the existing tenant would likely be moved.
Figure 3 shows possible access routes and options for a north or a south side station site.
General Roadway Capacity:
A general roadway capacity analysis of projected average daily traffic volumes indicates
that existing roadway capacity would be sufficient to handle anticipated traffic volumes
resulting from the implementation of the light rail line along the major roadways
providing access to the site. See Appendix Table A -1 for a listing of Year 2030 average
daily traffic compared to daily threshold capacities, with and without the Southwest LRT
project.
Potential Constraints
Access to a north -of -rail corridor station site could be shared with Sam's Club patrons via
an existing driveway south of Lake Street. The intersection is currently one -way, stop -
controlled. Added traffic from a LRT station parking lot may require implementation of
a traffic signal; however, MnDOT spacing guidelines may preclude the possibility of a
signal at that location due to its proximity to the existing signal at Louisiana
Avenue /Trunk Highway 7. Also, peak traffic from Sam's Club may reduce convenient
access for LRT patrons during those times. The intersection of Louisiana Avenue and
Oxford Street is currently 4 -way, stop - controlled which will limit future capacity. Traffic
movements at the intersection should be monitored for a possible future traffic signal,
especially if a south side station site is selected. With a south side station parking site,
access for pedestrians would be constrained by the active Canadian Pacific Railway
tracks. However, the rail line is elevated at the site which would make it feasible to
construct a pedestrian underpass that would connect to the LRT tracks which would
likely be located north of the existing CP tracks.
Possible Transportation Improvements
The following potential transportation improvements (also shown in Figure 3) should be
considered:
• Monitor the need for a future traffic signal at Oxford Street/Louisiana Avenue
and/or Lake Street/Monitor Street.
• Consider a pedestrian underpass of the CP tracks to allow for station parking on
the south site, if a shared parking agreement with the north side tenant is not
desired.
City of Hopkins
1. Blake Road Station
Access to Station Site
Access to the planned Blake Road Station site would most likely be accommodated via
2 Street NE west of Blake Road. A primary access point would ideally be located on
2n Street about midway between Blake Road and Tyler Avenue. Secondary access could
also be located on 2 Street with right - in/right -out restricted movements. Figure 4
shows access routes and options to a proposed Blake Road Station site on 2 Street.
General Roadway Capacity:
A general roadway capacity analysis of projected average daily traffic volumes indicates
that existing roadway capacity would be sufficient to handle anticipated traffic volumes
resulting from the implementation of the light rail line along most major roadways
providing access to the site. However, the exception to where projected 2030 traffic
conditions may exceed existing roadway capacities is 2nd Street NE between Blake Road
and Tyler Avenue. Second Street west of Tyler Avenue to Jackson Avenue is projected
to reach capacity in 2030 with the Southwest LRT project in place. Figure 4 depicts
these projected 2030 over - capacity segments. (See Appendix Table A -1 for a listing of
Year 2030 average daily traffic compared to daily threshold capacities, with and without
the Southwest LRT project.)
Potential Constraints
Roadway capacity along 2 Street will be somewhat of a constraint to vehicular access at
the Blake Road LRT Station site. However, removing parking and re- striping to
accommodate left turn pockets would sufficiently improve daily capacity to
accommodate the anticipated increases in future travel demand. The undeveloped portion
of the site is somewhat small and may be restrictive for on -site circulation. Providing a
second access point at the intersection of Tyler Avenue and Saint Louis Street would
require moving an existing warehouse, but would greatly improve on -site circulation
opportunities.
Possible Transportation Improvements
The following potential transportation improvements (also shown in Figure 4) should be
considered:
• Removing parking and restriping Second Street between Blake Road and Tyler
Avenue to create left turn pockets and increase through- vehicle capacity.
• Monitoring the need for a traffic signal at primary 2n Street access point.
• Relocating the regional trail within the existing corridor.
2. Hopkins Downtown Station
Access to Station Site
The current site for the Hopkins Downtown LRT station will have direct access off of
Excelsior Boulevard via 8 Avenue. Currently, there is a small lot on the site providing
parking for the regional trail. Vehicular access via 8th Avenue is shared with an existing
car dealer adjacent to and immediately south of the trail. An existing traffic signal at 8
Avenue /Excelsior Boulevard controls traffic on Excelsior Boulevard and
vehicle /pedestrian movements to and from the site. A secondary right - in/right -out access
point could be maintained at an existing driveway east of 8 Avenue. Eighth Avenue
would also provide a direct connection to Main Street and the city's downtown district.
Figure 5 shows general access routes to Hopkins Station.
General Roadway Capacity:
A general roadway capacity analysis of projected average daily traffic volumes indicates
that existing roadway capacity would be sufficient to handle anticipated traffic volumes
resulting from the implementation of the light rail line along most major roadways
providing access to the site. However, there are exceptions where projected 2030 traffic
conditions may exceed existing roadway capacities. These roadway segments include
Main Street west of 13 Avenue and between 5 and 8 Avenues. Fifth Avenue north of
Excelsior Boulevard is projected to reach capacity in 2030 with the Southwest LRT
project in place. Figure 5 depicts these projected 2030 over - capacity segments. (See
Appendix Table A -1 for a listing of Year 2030 average daily traffic compared to daily
threshold capacities, with and without the Southwest LRT project.)
Potential Constraints
The station site is small and space will be very limited to fit parking, a circulation road
with drop -off space, station platforms, and a re- located regional trail. It is likely parking
may need to be provided north of Excelsior Boulevard, possibly as a shared parking
arrangement with lots serving the downtown.
Possible Transportation Improvements
The following potential transportation improvements (also shown in Figure 5) should be
considered:
• Revising signal timing at Excelsior Boulevard signals to handle peak hour station
vehicle and pedestrian flows.
• Removing parking and restriping segments of Main Street to create left turn
pockets and increase through - vehicle capacity.
• Re- construct regional trail within the existing corridor.
3. Shady Oaks Station
Access to Station Site
Direct access to the station site could be provided by one of two routes: from 47 Street
West on the north side of the proposed rail line or via 5 Street West south of the rail
line. A station location north or south of the LRT track would be possible for the Shady
Oaks Station. Access to a north side station would be primarily from Shady Oaks Road
via 47 Street from the north or south and via Excelsior Boulevard and a possible re-
developed grid system of local streets for vehicles arriving from the east or west. For a
south side station, direct roadway access would be provided from K -tel Drive/5 Street
for all vehicle arrivals. Preliminary concept plans consider the option of a north -south
local roadway connection across the track that would offer access from all directions.
The track bed is slightly elevated at this point, so a grade- separated roadway underpass
may be feasible if an at -grade crossing of the LRT track is not desired. Figure 6 shows
access options for the Shady Oaks Station site.
General Roadway Capacity
A general roadway capacity analysis of projected average daily traffic volumes indicates
that existing roadway capacity would be sufficient to handle anticipated traffic volumes
resulting from the implementation of the light rail line along most major roadways
providing access to the site. The only exception is 5` Street west of 11 Avenue which
is projected to be over capacity under 2030 baseline conditions (i.e., without
implementation of Southwest LRT). See Appendix Table A -1 for a listing of Year 2030
average daily traffic compared to daily threshold capacities, with and without the
Southwest LRT project.
Potential Constraints
Existing MnDOT signal spacing guidelines would not be met for a potential traffic signal
at Shady Oak Road/47` Street. County and state officials would need to approve an
exception to the guidelines to locate the new signal within a quarter mile of the existing
signal at Shady Oak Road/Excelsior Boulevard. Without a new signal, traffic movements
would need to be restricted to right -in /right -out access only due to the relatively high -
volume of traffic on Shady Oak Road.
Possible Transportation Improvements
The following. transportation system improvements (also shown in Figure 6) should be
considered:
• Re- striping and provision of left turn pockets to add capacity along 5 Street
(with south side station vehicle access).
• New access roadway connecting to existing signal at 1 7 th Avenue (with re-
development and a north side station location).
• Possible new signals at Shady Oak/47` Street and/or K -tel Drive/New Access
Road.
• At -grade crossing or grade- separated roadway underpass to allow for dual -sided
station parking and access.
City of Minnetonka
1. Opus Station
Access to Station Site
Current access to the proposed station site is provided by Bren Road East from Shady
Oak Road to the west and via Bren Road West from TH 1 69 to the east. The site is
within the Opus Business Park in which multiple corporate office towers and multi -
family residential apartment complexes currently reside. The existing roadways are a
system of one -way, two -lane roads laid out is a series of counterclockwise loops. The
system as it exists can accommodate about 20% more traffic compared to a similar, two -
way roadway system. An expansion project to improve Shady Oak Road between Bren
Road and Excelsior Boulevard is currently under construction. The project will widen
Shady Oak Road from two to four lanes with left and right turn lanes and is scheduled for
completion in 2010. A planned project phase II will extend the improvements between
Excelsior Boulevard and TH 7 beyond 2013. Figure 7 shows probable access routes to
the planned Opus LRT Station.
The Opus Business Park has an extensive bicycle /pedestrian trail system that is a
significant amenity for the proposed station site. The trails connect multi- family
residential centers with large office towers and light manufacturing employment sites.
The Shady Oak Road improvement project will provide a new off -road trail adjacent to
and along the west side of Shady Oak Road connecting the Opus trail system to the
Southwest LRT Regional Trail and City of Hopkins trails.
General Roadway Capacity:
A general roadway capacity analysis of projected average daily traffic volumes indicates
that existing roadway capacity would be sufficient to handle anticipated traffic volumes
resulting from the implementation of the light rail line along most major roadways
providing access to the site. The only exception is Smetana Drive east of Shady Oak
Road which is projected to be at capacity by 2030 with implementation of the Southwest
LRT project. See Appendix Table A -1 for a listing of Year 2030 average daily traffic
compared to daily threshold capacities, with and without the Southwest LRT project.
Potential Constraints
The existing system of one -way roadways within the Opus Business Park provide the
capacity to handle about 20% more traffic than a typical two -way circulation system.
However, this creates a somewhat circuitous series of one -way loops and can make it
difficult for drivers to find their way, especially first time visitors. Under current
operations, a vehicle approaching the likely station parking area from the west on Bren
Road East would be required to drive past the station and around a long outer loop to
reach Bren Road West and travel eastbound back to the station. This represents a
"detour" of more than a half -mile and could discourage potential light rail riders from
using the station. At least a partial reinstatement of a two -way roadway may be needed
to facilitate light rail passenger arrivals from the west.
Possible Transportation Improvements
The following transportation system improvements (also shown in Figure 7) should be
considered:
• Re- configuration of Bren Road East/Bren Road West to a traditional intersection
and re- establish two -way operations to station lot entrance
• Relocation of bicycle /pedestrian trail segment to be displaced by light rail
City of Eden Prairie
1. City West Station
Access to Station Site
Current access to the proposed station site is provided by a dead end frontage road. The
area is undeveloped and has obvious wetlands in near proximity. Bicycle /pedestrian
trails in the vicinity of the proposed station site are non - existent. The existing frontage
road has two lanes and minimal unpaved shoulders. Regional access is provided via
Shady Oak Road to TH 62 and TH 312. Figure 8 shows general access routes to City
West Station site.
Potential Problem Area
The existing intersection of the frontage road and Shady Oak Road is opposite to and
slightly offset from the eastbound TH 62 off -ramp. Depending on the anticipated left
turn volumes. a channelized left turn lane may be needed which may also require
realigning the frontage road with the off -ramp. This would accommodate safe left turn
movements from the frontage road or the off -ramp, as well as direct through movements
from the off -ramp to the frontage road to access the proposed station.
Potential Opportunities
A loop roadway connection could be developed to optimize the best use of bus transit
access. The most likely access would be from City West Parkway from the south, but the
roadway would need to be carefully laid out to minimize impacts to wetlands and existing
development along City West Parkway. Similarly, opportunities to connect bike lanes
along City West Parkway via a multi -use trail should be explored. This could be
developed in conjunction with the potential roadway connection. In addition, there may
be opportunities to connect to the bike trail system north of TH 62 via Shady Oak Road
or on a shared access grade separation with the planned LRT crossing of TH 62.
General Roadway Capacity:
A general roadway capacity analysis of projected average daily traffic volumes indicates
that existing or planned roadway capacity would be sufficient to handle anticipated traffic
volumes resulting from the implementation of the light rail line. See Appendix Table A -1
for a listing of Year 2030 average daily traffic compared to daily threshold capacities,
with and without the Southwest LRT project.
Areas for Further Study and Possible Transportation Improvements
Additional study is needed to determine the most logical and beneficial bus transit access
route to the proposed station site and the feasibility of a roadway and/or
bicycle /pedestrian trail connection to City West Parkway.
The following transportation system improvements (also shown in Figure 8) should be
considered:
• Provide loop road transit access via new roadway connection from City West
Parkway to the south.
• Develop a new pedestrian/bicycle trail connection from City West Parkway.
• Re -align the east leg of the Shady Oak Road/TH 62 Frontage Road and add a
westbound channelized left turn lane.
• Construct pedestrian/bicycle bridge within or adjacent to LRT bridge connecting
to Opus Business Park trails.
2. Golden Triangle Station
Access to Station Site
Direct access to the proposed rail station site could be provided by 70 Street via Shady
Oak Road from the west or by an extension of 70 Street to Flying Cloud Drive to the
east of the proposed station as a planned improvement through an adjacent development.
This area of the city is a large scale warehousing district with several corporate
distribution centers in close proximity. Regional access is available via Shady Oak Road
or Flying Cloud Drive to TH 169 and TH 312. Bicycle /pedestrian trails currently run
through the site connecting to city trails along Flying Cloud Drive to the west and Valley
View Road to the south. The local trails connect to and transect the Nine Mile Creek
Conservation Area just south and west of the station site. Figure 9 shows general access
routes to the proposed Golden Triangle LRT Station site.
General Roadway Capacity:
A general roadway capacity analysis of projected average daily traffic volumes indicates
that existing roadway capacity would be sufficient to handle anticipated traffic volumes
resulting from the implementation of the light rail line. See Appendix Table A -1 for a
listing of Year 2030 average daily traffic compared to daily threshold capacities, with and
without the Southwest LRT project.
Potential Constraints
The proposed rail line is planned to run through a narrow strip of land between two
industrial buildings through which an existing city trail currently runs. It does not appear
there would be adequate space to accommodate both the trail and rail line without
impacting structures; therefore, the existing trail will need to be relocated.
Possible Transportation Improvements
The following potential transportation improvements (also shown in Figure 9) should be
considered:
• Replace existing trail along light rail corridor with new bicycle /pedestrian
connection to trail along Flying Cloud Drive.
• Monitor future traffic to determine possible need for a signal or three -way stop
control at the Flying Cloud Drive /70 Street extended intersection
Further study will be required to identify future transit service options and the most
feasible on -site circulation options for transit.
3. Town Center Station
Access to Station Site
Direct access to the Town Center Station site would likely be provided via Technology
Drive along the existing private roadway serving the Emerson Company and potentially
the existing roadway serving Costco, adjacent and to the west. Convenient access exists
connecting to TH 5 /TH 312, and I- 494via Prairie Center Drive and Flying Cloud Drive
(TH 212). There is a bicycle /pedestrian trail along the south side of Technology Drive
connecting to commercial and neighborhood centers via city trails. Figure 10 shows
general access options for a proposed Town Center LRT Station site.
General Roadway Capacity:
A general roadway capacity analysis of projected average daily traffic volumes indicates
that existing or planned roadway capacity would be sufficient to handle anticipated traffic
volumes resulting from the implementation of the light rail line. See Appendix Table A -1
for a listing of Year 2030 average daily traffic compared to daily threshold capacities,
with and without the Southwest LRT project.
Potential Opportunity
There is potential for a secondary access point via Single Tree Lane, south of the
proposed station site, Access from Single Tree Lane could offer several opportunities for
improving station access, including:
• More efficient access for feeder bus service
• Better pedestrian access from nearby multi- family apartment complexes and
retail businesses
• Potential to accommodate direct shuttle bus service from Eden Prairie Center
Mall.
Potential Constraints
In order to implement access via the private roadway from Technology Drive, an
easement will likely be required from the Emerson Company, In addition, an agreement
with the company will be needed to allow shared use of company parking adjacent to the
proposed rail station. Operationally, access from Technology Drive is probably not
optimal for feeder bus service as the station platform would likely be located several
hundred yards off the main road. For this reason, providing secondary access for buses
from Singletree Lane will be an important consideration. However, given the presence of
new apartment construction and other commercial structures, as well as the limited
availability of parking, access via Singletree Lane should be kept to buses and passenger
drop -offs and pick -ups only. Assuming some limited access from Singletree Lane, it is
likely an elevator will be required to meet ADA regulations as there is a significant grade
differential up to the likely platform location.
Possible Transportation Improvements
The following potential transportation improvements (also shown in Figure 10) should be
considered:
• New signal at Technology Drive and station access roadway.
• Completion and/or upgrading of bicycle /pedestrian trail along Technology Drive.
• New bicycle /pedestrian trail connection to multi - family apartments on Eden
Road.
4. Southwest Center Station
Access to Station Site
Southwest Center is the site of the existing Metro Transit Station and includes multi -level
structured parking ramps, and adjacent retail commercial and multi- family residential
developments. The site is served by direct access from Technology Drive and has an
exclusive access point for buses with dedicated slip ramps to and from the eastbound
TH 5 /TH 312 freeway. There is an existing signal at the Technology Drive general
purpose access point, with quick connections to TH 5 /TH 312 and TH 212 via Prairie
Center Drive. There are multiple, off -road city trail connections to commercial and
neighborhood centers and parks, including the Purgatory Creek Conservation Area just
south of Technology Drive. Figure 11 shows general access routes to the proposed
Southwest Center LRT Station site.
General Roadway Capacity:
A general roadway capacity analysis of projected average daily traffic volumes indicates
that existing or planned roadway capacity would be sufficient to handle anticipated traffic
volumes resulting from the implementation of the light rail line. See Appendix Table A -1
for a listing of Year 2030 average daily traffic compared to daily threshold capacities,
with and without the Southwest LRT project.
Possible Transportation Improvements
With the development of the Southwest Metro Transit Center general access and trail
connections have been well planned. With the construction of Southwest LRT, the
following additional transportation improvements (also shown in Figure 11) should be
considered:
• Signal timing plan evaluation and possible re- timing at the Technology Drive
access point and at Technology Drive /Prairie Center Drive to accommodate any
changes to peak hour station traffic resulting from implementation of light rail
service.
5. Mitchell Road Station
Access to Station Site
The proposed station site is currently only accessible by way of the TH 5 westbound off -
ramp to Mitchell Road. Lone Oak Road provides access from Mitchell road to a large
parking lot serving two large office buildings. The lot sits atop a steep hill above the
station site. A private access road from Technology Drive currently serves Eaton
Hydraulics Division on the adjacent property to the west. Figure 12 shows the general
access route and site access opportunities to the proposed Mitchell Road LRT station site.
Bicycle /pedestrian trails in the vicinity of the proposed station site are somewhat
discontinuous, although segments of old and new off -road pavement exist on at least one
side of the street along Technology Drive, Wallace Road, and Mitchell Road. Off -road
trails are more complete east of Mitchell Road, along Technology Drive where new
facilities have been constructed in conjunction with recent development in the area.
Continuous off -road facilities on either side of the street are more prevalent east of
Mitchell Road.
General Roadway Capacity:
A general roadway capacity analysis of projected average daily traffic volumes indicates
there may be potential capacity issues along Technology Drive west of Mitchell Road,
and along Mitchell Road south of TH 5 (see Figure 12 for specific roadway capacity
status). See Appendix Table A -1 for a listing of Year 2030 average daily traffic
compared to daily threshold capacities, with and without the Southwest LRT project.
Potential Constraints
As Mitchell Road is projected to be at capacity in Year 2030, it is likely a new signal
would be required at Lone Oak Drive to accommodate full access movements to the rail
station. However, the County's spacing requirements for signals could not be met given
the intersection's proximity to Technology Drive; therefore a Lone Oak Drive access
point should be planned to serve only southbound arrivals and departures by permitting
only right -in /right -out movements. With Lone Oak Drive providing only partial access to
the station, full access should be planned via Technology Drive. The most logical access
point would be the existing private roadway that currently serves the Eaton Hydraulics
Division. This would require purchase of an easement through the Eaton property and
construction of a new roadway to connect to the station. Although Technology Drive is
projected to be over capacity by 2030, the transportation improvements suggested below
would sufficiently address the capacity issue.
Possible Transportation Improvements
The following are possible transportation improvements to consider (also shown in
Figure 12) through the implementation of Southwest LRT:
• New signal at Technology Drive and station access roadway.
• Minor roadway widening and re- striping to allow left turn pockets along
Technology Drive west of Mitchell Road.
• Bicycle /pedestrian trail connections to Technology Drive and Mitchell Road.
• Improvements to aged trail pavement segments along Technology Drive west of
Mitchell Road.
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