Cond. Use Permit-A & J Prop.Planning Commission Report -
CONDITIONAL USE PERMIT - A & J PROPOSAL
August 20, 1986
PURPOSE: To review and recommend action on a Conditional Use Permit request
to construct an office /warehouse.
BACKGROUND:
Name of Applicant:
Address of Property:
Present Zoning:
Nature of Request:
Reason for Request:
R. L. Johnson Investment Company
Fifth Street South & 7th Avenue
I -1
To construct a 109,200 square foot
office /warehouse
Ordinance requires a Conditional Use Permit
for construction over $75,000
This proposed construction is the first of four proposed by the ap-
plicant. This proposed development will consit of a 109,200 square
foot office /warehouse building located at Fifth Street South and
Seventh Avenue. The building consists of 80% office and 20% ware-
house.
I =1 District Proposed
Front Yard 75 110
Side Yard N 20 N 50
S 40 S 100
Rear Yard 20 50
Lot Area 10,000 sq.ft. 397,555 sq.ft.
F.A.R. .60 .27
Height 35 approx. 17
Parking 344 395
The proposed development complies with the I -1 minimum requirements
except the proposed plan shows parking in the front yard setback.
The applicant has applied for a variance.
The applicant has revised the parking plan since the agenda was de-
livered. A few spaces were removed on the inside of the building in
the loading dock area, however, the plan still meets the parking re-
quirements. Access to the site has been eliminated along 6th Street
and there is now proposed three access points along 5th Street.
Five loading docks are located on the inside of the proposed build-
ing.
The proposed plan shows 145 plantings, this exceed the minimum re-
quirements.
N CUP86 -8
•
•
•
PLANNING REPORT CUP86 -8
Page 2
No drainage plan has been submitted, the applicant believes it .should be ready
by the meeting.
The applicant has stated that the trash containers will be located in the load-
ing dock area.
A traffic study has been done for the entire project, which has been enclosed.
Basically it was concluded that the current roadway system can handle the traffic
for this development.
The exterior of the building will be Alucabond fascia with 1 "insulated glass.
The applicant has contacted the Watershed District, however as of the date of
this report has not received approval.
The Fire Marshal was out of town at the time of this report, any approval should
be contingent on approval by him.
The applicant has not detailed any lighting system for the parking lot, however,
all lighting of the parking area will have to conform with the ordinance require-
ments.
ANALYSIS: The proposed development meets the requirements of the zoning ordinance
for the I -1 District and also the requirements for a Conditional Use Permit. The
applicant has designed the building to buffer the residential area by placing the
access to the building along 5th Street South. Landscaping will also buffer the
residential area from the proposed building. The proposed building will provide
Hopkins with space to attract new business opportunities.
RECOMMENDATION: I recommend approval of the Conditional Use Permit. The following
are suggested Findings of Fact should the Commission recommend approval:
1. The development meets the minimum I -1 requirements.
2. The development meets the requirements for a Conditional Use Permit.
Conditions:
1. Approval by the Watershed District
2. Approval by the Fire Marshal
3. That the drainage plan be approved by the Director of Engineering.
Nancy Anderson, Analyst
Communi y Development
i
BENS
HOOF & ASSOCIATES INC.
TRANSPORTATION AND LAND USE CONSULTANTS
7901 FLYING CLOUD DRIVE, SUITE 119 J EDEN PRAIRIE, MINNESOTA 55344 J(612)944-7590
August 19, 1986 REFER TO FILE: 86 -34 -38
M E M O R A N D U M
TO: Mr. David Constable, R.L. Johnson Investment Co.
FROM: Michael L. Wonson and James A. Benshoof
RE: Traffic Study for White Motor Company Redevelopment
Proposal
The purpose of this memorandum is to document the analysis
and findings of our traffic study concerning the redevelop-
ment proposal on the White Motor Company property in the
City of Hopkins.
Principal issues which have been addressed include:
. The impact of development traffic on the public roadway
system in general and effects of development traffic on
the capacity of key area intersections during the P.M.
Peak Hour. The P.M. Peak Hour is the time during which
traffic volumes on the roadway system are heaviest and
thus the time during which the impacts of development
traffic would be greatest.
. Effects of development traffic (particularly Phase I
traffic) on residential streets east of llth Avenue
South and south of 6th Street South.
Figure 1 presents the concept plan, which we understand has
been modified slightly. The proposal consists of the
development of four separate properties:
. Site A consists of 109,200 sq. ft. of office /warehouse
space (80% office /20% warehouse), located south of
5th Street South, west of 7th Avenue South. Access is
currently proposed only from 5th Street South, with
no access directly to 6th Street South.
. Site B consists of 218,400 sq. ft. of office /warehouse
development located east of 1lth Avenue South, west of
Knox Lumber. Access is proposed from 11th Avenue South
as well as via - a railroad crossing and "frontage road"
to the existing intersection of 8th Avenue South and
County Road 3.
NOTE: Current plan has no
.access to 6th St and one
;more access to 5th St
i
SIXTH STREET
Concept Plan by Rieke Carroll Mueller Associates
R.L. JOHNSON
INVESTMENT CO. INC.
BENSHOOF & ASSOCIATES, INC.
TRANSPORTATION AND LAND USE CONSULTANTS
TRAFFIC STUDY
FOR
WHITE MOTOR COMPANY
REDEVELOPMENT PROPOSAL
•
Mr. Constable
-3- August 19, 1986
• Site C contains a car care center of 26,800 sq. ft.
with access to both 11th Avenue and 8th Avenue /County
Road 3 via the "frontage road ".
• Site D has no specific concept plan at this time, but
is proposed to contain approximately 25,000 sq. ft. of
service /retail development. It is expected that the
principal access to this site would be from 9th Avenue
South, north of County Road 3, with no direct access
either to County Road 3 or Ilth Avenue South.
The current phasing plan for development of the four sites
calls for occupancy of site A in 1987, site 6 in 1988, and
sites C and D by the end of 1989.
The three principal roadways providing access to the sites
are County Road 3, Ilth Avenue South, and 5th Street
South /6th Street South. County Road 3 is a designated minor
arterial and is a four lane roadway with turn lanes at
signalized intersections at 5th Avenue South, 8th Avenue
South, and Ilth Avenue South. Traffic currently is effec-
tively accommodated at these intersections, with the
greatest traffic volumes occurring at Ilth Avenue princi-
pally as a result of high approach volumes from the south.
This intersection currently operates at a level of service D
during the P.M. Peak Hour, an acceptable level of service
for an urban intersection. Level of service reflects the
effectiveness of traffic operations at an intersection and
ranges from A to F. Level of service A indicates an
uncongested operation, while level of service F indicates
that the traffic volumes through the intersection exceed its
capacity, with resultant congestion and delay.
Ilth Avenue South is a designated collector roadway,
generally 44 feet in width. Turn movement counts and
traffic observations were performed at the intersections of
5th Street South /11th Avenue and 6th Street South /11th
Avenue during the P.M. Peak period (4 P.M. to 6 P.M.). The
intersection at 5th Street operates effectively, with the
exception of left turns from the west to the north which
currently operate at a level of service F. P.M. Peak Hour
volumes at this intersection do not quite meet warrants for
signalization. At 6th Street South, a three way stop
controlled intersection, observations indicated effective
traffic flow with minimal queuing on the 6th Street
approach. This intersection also does not currently meet
signal warrants.
Mr. Constable
6th Street /5th Street is generally a 44 foot roadway and is
a designated State Aid road. The intersection of 6th
Street /5th Street /10th Avenue South currently is poorly
designed given the skewed angles at which roadways merge.
As we understand it, concern has been expressed regarding
westbound vehicles on 5th Street utilizing 10th Avenue South
(a residential street) to bypass the intersection of 6th
Street /11th Avenue South.
TRAFFIC FORECASTS
Development Traffic
-4- August 19, 1986
The first step in the traffic forecasting process is to
estimate trips generated by the proposed development. The
following table presents the trip generation expected from
each component of the development. For the office /warehouse
and retail components, trip generation rates published by
the Institute of Transportation Engineers were utilized.
For the car care center, trip generation rates established
for a similar project in the City of Eagan by Benshoof &
Associates, Inc. were utilized.
DEVELOPMENT TRIP GENERATION
Daily Trips P.M. Peak Hour Trips
Site Use (Two Way) In Out
A Office/ 1,180 40 188
Warehouse
B Office/ 2,360 81 376
Warehouse
Car Care 960 50 50
Center
D Service 1,850 85 90
Retail
Total 6,350 256 704
Distribution of trips to /from the development was estimated
based upon a variety of factors including existing turn
movements, previous studies by Benshoof & Associates, Inc.
for the Oakwood Hills residential project in Hopkins and for
studies in the Opus 2 area, previous studies by BRW Inc.,
and Metropolitan Council regional forecasts. Figure 2
presents the expected trip distribution.
-5-
W.4IIhcf
)A 1
TRAFFIC STUDY
R.L. JOHNSON - FOR
INVESTMENT CO. INC. WHITE MOTOR COMPANY
REDEVELOPMENT PROPOSA
BENSHOOF & ASSOCIATES, INC.
TRANSPORTATION AND LAND USE CONSULTANTS
5111 St S.
T dtX L O
1111
N. LANDMARA49 4
1. LANDMARK m
W&GONWI(L RA VYESr-
�� rin ol�
FIGURE 2
TRIP DISTRIBUTION
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Mr. Constable
-6- August 19, 1986
Based upon the expected trip generation and distribution,
development trips were assigned via the most convenient
direct route to /from their destination. In certain
instances, multiple routings were utilized. For example,
for trips from Site B to /from the south on County Road 18, a
portion were assigned via Ilth Avenue and 6th Street /5th
Street to the 5th Street interchange; a portion were
assigned via Ilth Avenue and County Road 3; and a portion
were assigned via 8th Avenue and County Road 3. Through
this assignment process both average daily traffic and P.M.
Peak Hour turn movements for full development of the four
sites (1989) were determined.
Other Area Traffic
In order to assess the impacts of development traffic in
1989, it is necessary to account for growth in other area
traffic. For average daily traffic volumes, in general,
1985 MSA counts were factored upwards by 2.5% per year (the
average growth factor in the area). Added to the adjusted
1989 volumes was traffic associated with the Conservatory
and Oakwood Hills residential developments.
For the P.M. Peak Hour volumes, existing turn movement
counts taken at 6th Street /11th Avenue (August 8, 1986) and
5th Street /11th Avenue (August 13, 1986) were factored
upwards by 2.5% per year and the Oakwood Hills traffic
added. For the intersections along County Road 3, turn
movement counts prepared by Hennepin County were adjusted to
1985 volumes; these volumes were factored to 1989 and
Oakwood Hills /Conservatory traffic added.
These adjusted other traffic volumes were added to the
projected full development volumes to obtain estimated 1989
volumes upon completion of all four development phases.
TRAFFIC ANALYSIS
Figure 3 presents projected 1989 average daily traffic
volumes both with and without the proposed development. In
general, the post development volumes are consistent with
the function of the affected roadways indicating that on a
daily basis the development traffic can be effectively
accommodated. The largest increase in daily traffic
associated with the development occurs on Ilth Avenue South
just south of County Road 3. The projected volume is
approaching the upper levels of daily volumes typically
carried by collectors, suggesting some roadway improvements
may be necessary. A more specific analysis of the impacts
of development traffic focuses on the P.M. Peak Hour during
which other traffic volumes are highest and thus development
traffic impacts potentially the greatest.
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/ / / .- 1989 with development
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R.L. JOHNSON
INVESTMENT CO. INC.
BENSHOOF & ASSOCIATES, INC.
TRANSPORTATION AND LAND USE CONSULTANTS
TRAFFIC STUDY
FOR
WHITE MOTOR COMPANY
REDEVELOPMENT PROPOSA
PROJECTED 1989
AVERAGE DAILY TRAFFIC
1
Mr. Constable
-8- August 19, 1986
Figure 4 presents the 1989 P.M. Peak Hour forecasts at key
area intersections both with and without development
traffic. At the intersection of 6th Street South and Ilth
Avenue, the analysis indicates that the intersection will
operate at a level of service C during the P.M. Peak Hour
upon full development of the proposal. This level of
service indicates that development traffic can be
accommodated with no negative impacts. The projected
volumes do meet peak hour signal warrants, indicating a
signal could be installed at this location even though the
level of service is C. It is recommended that this
intersection be monitored, and, if appropriate, a signal
installed.
At the intersection of 5th Street and Ilth Avenue South,
left turns from 5th Street will continue to operate at a
level of service F unless a signal is installed. The 1989
projections indicate that signal warrants are met without
development traffic. As such, the addition of the
development traffic is not expected to significantly affect
intersection operation. This intersection should continue
to be monitored to allow signal installation when warrants
are met. It would also be desirable to realign 5th Street
to the north opposite the southerly access point to Site B.
This would provide the benefits of creating one four way
intersection, as opposed to two T intersections, and of
improved egress for Site B.
Along County Road 3, the capacity analyses indicate that the
intersections with 5th Avenue South and 8th Avenue South
would operate at levels of service C and B with full
development of the proposal. These levels of service are
highly acceptable and indicate that the intersections can
effectively accommodate development traffic.
At the intersection of County Road 3 and Ilth Avenue South,
the analysis indicates that the intersection will operate at
a level of service E without this development. A level of
service E indicates that congestion and delay will occur,
principally as a result of the high traffic volumes on the
south approach. As such, even without development traffic
roadway improvements will be necessary. Development traffic
would increase peak hour traffic congestion and would result
in a level of service F.
11TH AVE S / CO.RD. 3
66/66
936/1154. . (�.�
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5TH AVE S / CO.RD. 3
1989 without development
1989 with development
xx /x"x
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0 1200
Approximate Scale
TRAFFIC STUDY
FOR
WHITE MOTOR COMPANY
EDEVELOPMENT PROPOSAL
FIGURE 4
PROJECTED 1989
PM PEAK HOUR TRAFFIC
R.L. JOHNSON
INVESTMENT CO. INC.
BENSHOOF & ASSOCIATES, INC.
TRANSPORTATION AND LAND USE CONSULTANTS
-J-
Mr. Constable
-10- August 19, 1986
A number of alternative conceptual roadway improvements were
analyzed to improve intersection operations. While minor
modifications to the north and south approaches (two full
approach lanes and an exclusive left turn lane /left - through
lane respectively) could allow the intersection to operate
at a level of service E with the addition of development
traffic (identical to the level of service without develop -
pment traffic or improvements), level of service E is
generally not acceptable and intersection operation could be
expected to deteriorate beyond 1989. As such, the analysis
focused on a solution which would allow the intersection to
operate at a level of service D.
This solution concentrates improvements on the south
approach, which, based on the projections, would carry the
highest volumes of the four approaches. The concept entails
widening 11th Avenue to 52 feet from County Road 3 through
the 5th Street South intersection to create a full four lane
roadway. On the south approach to County Road 3, the road
way would have four lanes: a right turn lane, a through
lane, a through -left turn lane, and an exclusive left turn
lane. Widening would also be required on the north leg of
11th Avenue to construct 2 full lanes in each direction.
This widening could be tapered to the existing 44 foot width
of llth Avenue in the vicinity of City Hall, south of 1st
Street South. These improvement would allow the intersec-
tion to effectively accommodate both development traffic and
other area traffic at a level of service D.
As noted, these improvements are necessary with or without
the proposed development. As such, it is recommended that
the City continue to monitor traffic volumes at this inter-
section. If volumes increase as projected, the City should
take appropriate steps to design and implement roadway
improvements in conjunction with Hennepin County.
INTERSECTION OF 5TH STREET /6TH STREET /10TH AVENUE SOUTH
As noted, the current design of this intersection creates
the potential for traffic conflicts and may promote use of
10th Avenue South for traffic proceeding south on llth
Avenue. It is not expected that Site A of the proposed
development will significantly increase usage of 10th
Avenue. However, it is appropriate that the City take steps
to remedy the existing geometrics. Figure 5 presents one
concept for reconstruction of the intersection creating two
POSSIBLE RELOCATION OF
DRIVEWAY OPPOSITE 6TH St
6th St South
RESTRICT TURNS
POSS LBLE ISLAND TO
EXISTING ROADWAYS
: POSSIBLE RECONSTRUCTION
36'
0
\--POSSIBLE SIGNAGE TO
PROHIBIT LEFT TURNS
TO 10TH AVE
50'
R.L. JOHNSON
INVESTMENT CO. INC.
BENSHOOF & ASSOCIATES, INC.
TRANSPORTATION AND LAND USE CONSULTANTS
TRAFFIC STUDY
FOR
WHITE MOTOR COMPANY
REDEVELOPMENT PROPOSAL
FIGURE 5
CONCEPT IMPROVEMENTS!
FOR 5TH AND 6TH- ST
INTERSECTION
Mr. Constable
T intersections and eliminating the difficult angle on the
east approach of 6th Street. This concept will require
additional right -of -way from Site A; however this right -of-
way would be located on the "undeveloped" corner of the
site. As noted, the City could take action to prohibit left
turns to the south on 10th Avenue through either signage or
construction of a center island on 5th Street /6th Street.
SITE ACCESS
As we understand it, only site A is currently proposed for
development and the plans shown for sites B and C are
conceptual only. As such, the specific location and design
of the access points for sites B and C should be analyzed as
specific site plans for those properties are prepared.
Concerning access for site A, as noted no access to 6th
Street South is currently proposed. This situation is
appropriate as it significantly reduces the potential of
usage of residential streets south of 6th Street by
development traffic. Three access points to 5th Street
South are proposed. The access location just west of 7th
Avenue South is necessary to ensure viable truck access to
the site and avoid on site traffic conflicts. Given the
expected limited usage of this access point and limited turn
movements at 7th Avenue South, it is expected that this
access will function effectively. Regarding the other
access points to 5th Street, one should be located either
directly across from the existing access to the Super Valu
warehouse or offset a minimum of 150 feet centerline to
centerline to eliminate turn movement conflicts.
CONCLUSIONS
-12- August 19, 1986
Based upon the analysis of the traffic impacts of the
proposed development, the following conclusions are made:
• Traffic associated with development of Site A (Phase I)
can be effectively accommodated by the public roadway
system.
• Upon completion of the full proposal (1989), the public
roadway system can effectively accommodate development
traffic provided that appropriate improvements are
implemented at the intersection of County Road 3 and
11th Avenue South.
Mr. Constable
-13- August 19, 1986
At County Road 3 and 11th Avenue, the intersection is
expected to operate at a level of service E, a
generally unacceptable level of service, without the
addition of development traffic. The operation of the
Intersection would be expected to deteriorate through
time as other development /redevelopment of the area
occurs. This analysis indicates that the operation
would be at level of service F with development traffic
in 1989 unless improvements are implemented.The City
should monitor this intersection and, if volumes in-
crease as projected, take steps to implement roadway
improvements. These improvements should focus on in-
creasing the capacity of the south approach on 11th
Avenue.
▪ Upon full development, the intersection of 6th Street
South and 11th Avenue South is expected to operate at
a level of service C. Projected volumes indicate that
signal installation will be warranted. It is recom-
mended that the City monitor this intersection to
determine whether signalization will improve inter-
section operation.
• At the intersection of 5th Street South and 11th Avenue
projected volumes indicate a signal will be warranted
without the addition of development traffic. The City
should monitor thi$ intersection to allow signal
installation when warrants are met. Signal install-
ation will improve intersection operation, specific-
ally left turns to the north on 11th Avenue.
• While development traffic is not expected to signif-
icantly affect the intersection of 6th Street /5th
Street /11th Avenue South, the City should take steps
to redesign this intersection and possibly prohibit
turn movements from the north on 5th Street to the
south on 10th Avenue.
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