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Home My WebLink About2014-08-27 Planning Commission Meeting PacketsAGENDA REGULAR MEETING OF THE PLANNING COMMISSION CITY OF EDINA, MINNESOTA CITY COUNCIL CHAMBERS AUGUST 27, 2014 7:00 PM CALL TO ORDER II. ROLL CALL III. APPROVAL OF MEETING AGENDA IV. APPROVAL OF CONSENT AGENDA A. Minutes of the regular meeting of the Edina Planning Commission July 23, 2014 V. COMMUNITY COMMENT During 'Community Comment," the Planning Commission will Invite residents to share new issues or concerns that haven't been considered in the past 30 days by the Commission or which aren't slated for future consideration. Individuals must limit their comments to three minutes. The Chair may limit the number of speakers on the same issue in the interest of time and topic. Generally speaking, items that are elsewhere on this morning's agenda may not be addressed during Community Comment. Individuals should not expect the Chair or Commission Members to respond to their comments today. Instead, the Commission might refer the matter to staff for consideration at a future meeting. VI. REPORTS AND RECOMMENDATIONS A. Living Streets Plan Update B. Work Plan - 2015 C. Zoning Ordinance Amendments D. Planning Commission Blog VII. CORRESPONDENCE AND PETITIONS A. Attendance & Council Update VIII. CHAIR AND COMMISSION COMMENTS IX. STAFF COMMENT X. ADJOURNMENT The City of Edina wants all residents to be comfortable being part of the public process. If you need assistance in the way of hearing amplification, an interpreter, large -print documents or something else, please can 952-927-8861 72 hours in advance of the meeting. Next Meeting of the Edina Planning Commission September 10, 2014 To: Planning Commission From: Mark K. Nolan, AICP, Transportation Planner Date: August 27, 2014 Subject: Living Streets Plan Update Action Requested: No action requested. Information / Background: otLe � JOBe E9. Agenda Item #: VI.A. Action ❑ Discussion Information ❑ Please recall that Council passed the Living Streets Policy in August of last year. Since that time, monthly meetings have been held with the Living Streets Advisory Group (LSAG), made up of members of Edina's boards and commissions, and an internal team comprised of Edina staff members from various departments. Staff is in the process of preparing the draft Living Streets (Implementation) Plan and anticipates the final Living Streets Plan will be presented to Council by the end of this year. On July I, staff and the LSAG attended a City Council work session to solicit input from Council on the Plan; specifically, the Living Streets street types and design guidelines (attached) were discussed, as well as how the Plan will ultimately function. In general, the Council had very positive feedback regarding the draft Plan, and expressed a desire to approve the Sidewalk Facilities Plan (a component of the Living Streets design guidelines) prior to the approval of the entire Plan document. The former is anticipated to be ready for Council approval in October, while the latter is anticipated to be approved by year's end. Additionally, while the Living Streets Plan functions as a set of guidelines, Council, the LSAG and the Transportation Commission (who reviewed the draft Plan at its July meeting) generally agreed that the Plan should be referenced by City Code/Ordinance in order to give the Plan more influence. Attached are two chapters from the draft Living Streets Plan: the "Network of Living Streets" which covers the different types of Living Streets and their location, and the "Design Guidelines," which discusses the different Living Streets elements and how they are applied (including Sidewalk Maps). These chapters are included here because they illustrate the physical manifestation of the Living Streets Policy. Below is an outline of the Plan, the other chapters of which are in various levels of completion. Draft Living Streets Plan Outline 1. Background 1.1. Introduction 1.2. The Challenge City of Edina • 4801 W. 50th St. • Edina, MN 55424 REPORT / RECOMMENDATION 1.3. Understanding Living Streets 1.4. Benefits of Living Streets 1.5. Supporting City Plans 2. Vision, Principles and Benchmarks 2.1. Vision 2.2. Principles 2.3. Benchmarks and Performance Measures 3. Network of Living Streets 3.1. Classification and Roles of Streets 3.2. Living Street Types 4. Design Guidelines 4.1. Streets 4.2. Pedestrian Facilities 4.3. Bicycle Facilities 4.4. Traffic Calming 4.5. Streetscape and Stormwater Management (draft outline) 4.6. Lighting and Street Furniture 5. Design Process and Resident Engagement 6. Connectivity Guidelines 6.1. Private Development 6.2. Neighborhood Parks 6.3. Schools Attachments: Draft Living Streets Plan Chapter 3: Network of Living Streets Draft Living Streets Plan Chapter 4: Design Guidelines G:\PW\CENTRAL SVCS\ENG DIV\PROJECTS\IMPR NOS\BA391 Living Streets\Item Vlll.x. Planning Commission -Living Streets Plan Update.docx Page 2 e edina living streets our streets connect us all 3. NETWORK OF LIVING STREETS INTRODUCTION Edina Living Streets defines a new set of Street Types that classify the City's streets based not only on their function, but also on the character of the street and adjacent land uses. These Street Types are developed to guide future road design projects and are meant to supplement the traditional functional classification system of streets. The new Street Types support Living Streets principles and designs, and reflect the diverse range of conditions in Edina. Every Edina street is unique and each Street Type plays an important role in its surrounding neighborhood and within the City's overall street network. Designs should balance the accommodation of motor vehicles with the Living Streets vision of promoting safety and convenience, enhancing community identity, creating economic vitality, improving sustainability, and providing meaningful opportunities for active living and better health. Current Functional Classification The functional street classification system uses a hierarchy to group classes of streets `based on the relative emphasis of motor vehicle mobility and capacity versus non -motorized transportation and property access. The City of Edina's Comprehensive Plan identifies the following street functional classification hierarchy: • Loco/ Streets: These roadways provide the most access and the least mobility within the overall system. They allow, access to individual homes, shops and similar traffic destinations. While through traffic is discouraged on local streets, a new street type called the Local Connector is introduced below as part of the Living Streets Plan that may accommodate local through traffic. • Collector Streets: The collector system provides connections between neighborhoods, from neighborhoods to minor business concentrations, and between major traffic generators. Mobility and land access are equally important, and direct access should predominantly be to developed concentrations. Collector streets carry traffic between the arterial system and the local streets. Examples include West'70th Street and Wooddale Avenue. • Minor Arterials: The emphasis on these''roadways is on mobility as opposed to access; only concentrations of commercial or industrial land uses should have direct access to them (exceptions to this include minor arterials such as France Avenue, which includes sections with residential access). Minor arterials should connect to principal arterials, or other minor arterials, and collector streets:. Examples include France Avenue and West 50th Street. • Principal Arterials: These types of roadways carry the highest volumes of traffic and include all Interstate freeways. The emphasis is on mobility as opposed to land access. Principal arterials connect only with other Interstate freeways, other principal arterials, and select minor arterials and collectors. Examples include Trunk Highways 100, 169 and 62, and Interstate Highway 494. Principal arterials are not within the maintenance jurisdiction of the City, and as such will not be included in this Living Streets Plan. This traditional functional classification system by itself, however, is not sufficient when designing an Edina Living Street. Street design should also take into consideration neighborhood context and the Edina Living Streets Plan — DRAFT (7/22/14) 3-1 Network of Living Streets edina f�' living er streets our streets connect us all diverse uses and users of Edina's streets. The Street Types contained in this Plan were developed to provide a range of options to help make informed decisions regarding street design. In terms of functional classification, this Living Streets Plan would apply to the Local Streets, Collectors, and Minor Arterials as defined in the Comprehensive Plan. See Living Streets Classification Map (Figure 3.1) for locations of street types, and refer to Table 3.1 for a summary of each street type and their major design elements. Edina Living Streets Plan — DRAFT (7/22/14) 3-2 Network of Living Streets Aft edina living %mv streets our streets connect us all Figure 3. I. Edina Living Streets Classification Map Edina Living Streets Plan — DRAFT (7/22/14) 3-3 Network of Living Streets 'hap, living %I*living streets our streets connect us all CLASSIFICATION AND ROLES OF LIVING STREETS The matrix below (Table 3.1) was prepared to summarize the options for each element that are available on each of the four types of Living Street. The following is a brief discussion of each type of Living Street, including example design templates (cross sections). For all four street types, there are options for design elements such as the number of driving lanes, whether or not there are parking and/or bike facilities, whether or not sidewalks are to be provided, etc. The design templates represent the minimum and maximum roadway widths and number of design elements for each roadway type; the templates are not meant to represent all options and combinations of design elements. Table 3.1. Edina Living Streets: Street Types Edina Living Streets: Street Types Street Type Driving Lanes Parking Lanes I Bike Facilities Sidewalk(s) 3,8 2 3 4 0 1 2 0 I 2 Local Street • 5 0 1 0 0 4 0 6 07 0 Local Connector • 5 i 0 ' 0 04 • 0 Collector Street 0 0 Q: 0 0 0 0 0 Minor Arterial • 0 0 0 0 0 0 0 0 = Optional feature • = Required feature Notes: 1. Parking shall fit context, and be limited where unnecessary or to improve safety. 2. Refer to the Bicycle Transportation Plan for location of approved bicycle routes. 3. Multi -use paved path may be used where appropriate. 4. If included, shared bicycle facilities are recommended on local and local connector streets. S. Travel and parking lanes typically not striped. 6. Requires wider street width to accommodate pedestrians in roadway. 7. Required where street abuts or is in the vicinity of a public school, park or public building. 8. Refer to Context Criteria when considering an optional sidewalk. Edina Living Streets Plan — DRAFT (7/22/14) 3-4 Network of Living Streets edina tliving oll streets our streets connect us all Local Street For the purposes of the Living Streets Plan, Local Streets are those with a Local Street functional classification as defined in the Comprehensive Plan. These streets provide immediate access to residences and are used primarily for local trips and are characterized by lower vehicle and pedestrian volumes. The primary role of Local Streets is to contribute to a high quality of life for residents of Edina. The following Living Streets standards and typical street cross-sections apply to Local Streets (the typical section below is a representative example of this street type and is not meant to represent all possible configurations): • Street Width: 24 feet to 27 feet, depending on context and facilities included (see below). • Travel Lanes: Two, typically without pavement markings • Parking: Provided along one side of the street, or along both sides if deemed necessary • Bicycle Facilities: Required if on an approved primary bike route, recommended if on an approved secondary bike route • Sidewalks: Required where the street is near a public school, public building, \community playing field or neighborhood park. Recommended on one or both sides of the street where determined by context. See Pedestrian Facilities chapter for more information. Living Streets: Local Street Type 7' Parking Min 5' Min S' Varies 17'2 -way Driving lane lane boulevard sidewalk Varies 24' Roadway width (27' with no sidewalk) 60' Typical right of way OParking. None, one or both sides of the street, depending on context Sidewalk required on local streets when certain criteria are met. See Pedestrian Facilities in Chapter 4 Edina Living Streets Plan — DRAFT (7/22/14) 3-S Network of Living Streets edina IF ■■ living�► streets our streets connect us all Local Connector For the purposes of the Living Streets Plan, Local Connectors are those with a Local Street functional classification as defined in the Comprehensive Plan but providing higher traveled connections between neighborhoods, destinations and higher-level roadways. Local Connectors provide continuous walking and bicycling routes, and some may accommodate transit routes as well. While they are essential to the flow of people between neighborhoods and destinations, the needs of people passing through must be balanced with the needs of those who live and work along Local Connectors. The following Living Streets standards and typical street cross-sections apply to Local Connectors (the typical section below is a representative example of this street type and is not meant to represent all possible configurations): • Street Width: 24 feet to 30 feet, depending on context and facilities included (see below). • Travel Lanes: Two, typically without pavement markings • Parking: Provided along one side of the street,or along both sides if deemed necessary • Bicycle Facilities: Required if on an approved primary bike route, recommended if on an approved secondary bike route • Sidewalks: Required on one side of the street at minimum, on both sides as determined by context. See Pedestrian Facilities chapter for more information. Living Streets: Local Connector -Street Type T Parking Min 5' Min 5' Varies 17'2 -way Driving lane lane boulevard sidewalk Varies 24' Roadway width 60' Typical right of way Parking: None, one or both sides of the street, depending on context 4 it an approved bike route, shared bicycle facilities are recommended Edina Living Streets Plan — DRAFT (7/22/14) 3-6 Network of Living Streets AMedina living Ifilim streets our streets connect us all Collector Street For the purposes of the Living Streets Plan, Collector Streets are any streets having a collector street functional classification as defined in the Comprehensive Plan. Collector Streets provide connections between neighborhoods, from neighborhoods to minor business concentrations, and between major traffic generators. Mobility and land access are equally important, and direct access should predominantly be to developed concentrations. Like for Minor Arterials (see below), safe and accessible pedestrian and bicycle accommodations should be provided at intersections along Collector Streets. The following Living Streets standards and typical street cross-sections apply to Collector Streets (the typical section below is a representative example of this street type and is not meant to represent all possible configurations): • Street Width: 32 feet to S2 feet, depending on context and facilities included (see below). • Travel Lanes: Two or three • Parking: None, one or both sides if the street, depending on context • Bicycle Facilities: Required if on an approved primary or secondary bike route • Sidewalks: Required on one side of the street at minimum, on both sides as determined by context. See Pedestrian Facilities chapter for more information. Living Streets: Collector -Street Type S' Parking 5' Bicycle 5' Bicycle Min 5' Min 5' Varies lane lane 11' Driving lane I V Driving lane lane boulevard sidewalk Varies 40' Roadway width (32' with no parking) 0 66' Typical right of way Parking: None, one or both sides of the street, depending on context 0 Roadway width may increase due to additional turn lane Edina Living Streets Plan — DRAFT (7/22/14) 3-7 Network of Living Streets eedina living streets our streets connect us all Minor Arterial For the purposes of the Living Streets Plan, Minor Arterials are any streets having a minor arterial functional classification as defined in the Comprehensive Plan. As Minor Arterials have fewer intersections, which is convenient for motor vehicles, the combination of higher speeds and longer distances between signalized crossings can make these street types difficult for pedestrians and bicyclists to cross. Thus, it is important to provide safe and accessible pedestrian and bicycle accommodations at intersections along Minor Arterials. The following Living Streets standards apply to Minor Arterials, with the exception of minor arterials under Hennepin County jurisdiction (the typical section below is a representative example of this street type and is not meant to represent all possible configurations):. • Street Width: Varies, depending on context and facilities included • Travel Lanes: Two, three or four • Parking: None, one or both sides if the street, depending on context • Bicycle Facilities: Required • Sidewalks: Required on both sides of the street. See Pedestrian Facilities chapterfor more information. Living Streets: Minor Arterial Type Min 5' Min 5' 6' Bicycle 6' Bicycle Min 5' Min 5' Varies sidewalk boulevard lane 11' Driving lane 12' Turn lane 11' Oriving lane lane boulevard sidewalk Varies 46' Roadway width (27' with no sidewalk) Q 80' Typical right of way OParking: None, one or both sides of the street, depending on context QRoadway width may increase due to additional parking, driving and/or turn lanes Edina Living Streets Plan — DRAFT (7/22/14) 3-8 Network of Living Streets e edina living streets our streets connect us all 4. DESIGN GUIDELINES INTRODUCTION TBD Refer to Table 3.1 for a summary of how each element below is applied to each Living Street type. Figure 4.1 below indicates minimum widths for pedestrian facilities and roadway lanes. Street Type $ulevard:' Travel Lane Parking Lane Local streets are one to two travel lanes, with r` one or both Local Street S. S. sides, and do not have pavement rlaxt Local Connector 5' S. Local connectors are one to two travel lanes, wi#h PA* n one or both sides, and do not have pavement tart... Collector Street 5' 5' 12' I I''` • ! 8' Minor Arterial S. 5' 12' II'q' 8' Notes Travel Lanes a On local and connector streets with parking on one side of the street and without shared -lane bicycle pavement markings, the overall minimum pavement width shall be 24 feet. • On streets without sidewalks, total pavement width shall be 27 feet to accommodate pedestrians walking on the street. Bicycle Lanes • The preferred width for bicycle lanes is 6 feet in areas with high volumes of bicyclists and in areas of high parking turnover. s Bicycle lanes 4 feet in width may be considreed on local or connector streets when not adjacent to on - street parking or at constrained intersections. Parking Lanes • Decisions regarding parking lane width when adjacent to bicycle lanes should consider parking turnover rates and volumes of heavy vehicles. Sidewalk • On collector and minor arterial Street Types, or where pedestrians are likely to travel in groups, wider sidewalks (8 to 12 feet) may be recommended. Boulevard • Boulevard width may vary depending on right-of-way or topographical constraints. e In shopping districts characterized by zero -lot lines, street furniture and/or on -street parking, the boulevard may be narrowed or eliminated to accommodate a wider sidewalk. Is Stormwater best management practices (e.g. rain gardens, street trees) will be located in the boulevard where deemed appropriate. Figure 4. I. Minimum widths for pedestrian facilities and roadway lanes Edina Living Streets Plan — DRAFT (8/20/14) 4-I Design Guidelines /Pk. edina i living i streets our streets connect us all VEHICULAR FACILITIES Driving Lanes Driving lanes provide travel space for all motorized and non -motorized vehicles. It is recommended that lane widths be minimized to reduce impervious surface and construction and maintenance costs. Reduced lane widths encourage slower motor vehicle speeds, thereby calming traffic, and also free up space that can then be devoted to dedicated bike lanes or other purposes. Where curb and gutter exist, lane widths are measured to the curb face instead of the edge of the gutter pan or pavement. Width Lane width is determined by context; however, unnecessarily wide lanes should be avoided unless County or State regulations dictate otherwise (e.g. I I' travel lane w' i'dths are recommended for Collector Streets). Where dedicated pedestrian and/or pedestrian facilities are not provided, the outside travel lane may be widened to accommodate non -motorized roadway users. Parking Lanes On -street parking can be important in the built environment to provide parking for residents and their guests, as a buffer for pedestrians Using a sidewalk when no boulevard exists, to help calm traffic speeds, and for the success of adjacent' retail businesses. The need for on -street parking shall be evaluated with each project The evaluation shall consider: • Living Street and functional classification • Adjacent land Uses • Parking demand (on -street parking that is not used results in'unnecessarily wide streets, potentially increasing motor Figure 4.2. Wooddale Avenue parking lane vehicle speeds) • Competing uses for road or right-of-way space • Construction and maintenance costs The construction of unnecessary parking should be avoided, with parking prioritized below all travel modes when designing a street. Where possible, on -street parking should be inset and coordinated with the use of curb extensions. Placement Parking is permitted on one or both sides of local and local connector streets. When a street is reconstructed, parking should be limited to one side of the street and pavement width reduced accordingly (or converted for non -motorized vehicle use). Parking should be provided along one side of collector and minor arterial streets unless prohibited. On -street parking may be considered along both sides of these streets, depending upon context. Edina Living Streets Plan — DRAFT (8/20/14) 4-2 Design Guidelines e edina living streets our streets connect us all Width On -street parking lanes shall be no less than 7 feet wide; unnecessarily wide parking lanes (i.e. greater than 8 feet) should be avoided. On streets where traffic levels or speed limits are higher than 30 mph (e.g. on some collectors and minor arterials), parking lane width may be increased to eight feet. PEDESTRIAN FACILITIES Refer to the Sidewalk Facilities Quadrant Maps (Figure 4.9 - Figure 4.12) for locations of sidewalks and park pathways. Sidewalks Sidewalks should provide a comfortable space for pedestrians between the roadway and adjacent land uses. Sidewalks are the most important component of pedestrian mobility. They provide opportunities for active living and access to destinations and critical connections between multiple modes of travel, as users of motor vehicles, transit and bicycles all must walk at some time during their trip. Sidewalks are required where (see Table 3.1 for further information): • A street abuts or is in the vicinity of a public school, public building, community playfield, or neighborhood park—Termini to be determined by context. • On both sides of minor arterial. streets. • On one or both sides of collector streets. • On one side of local connectors, or both sides as determined by context (see below). • As required by zoning code or condition of plan approval. Context Criteria Figure 4.3. Sidewalk in the Country Club The following context criteria may be used when neighborhood determining whether an optional sidewalk should be required. The criteria may be applied in any combination, using engineering judgment. An optional sidewalk may be required when: • Average daily traffic is greater than 500 vehicles. • 85th percentile speed is greater than 30 mph. Edina Living Streets Plan — DRAFT (8/20/14) 4-3 Design Guidelines 11 edina a=0 living streets our streets connect us all • There is a history of crashes involving pedestrians walking along the roadway. • Transit stop(s) are present. • The street is identified as an active (safe) route to school, park, or commercial destination. • A sidewalk would create a logical connection between destinations. • Site lines, roadway geometry, or insufficient lighting makes it difficult for motorists to see pedestrians walking along the roadway. • The street width is less than 27 feet. Width Sidewalks shall be a minimum of 5 feet wide to provide adequate space for two pedestrians to comfortably pass side-by-side. Wider sidewalks (8 to 12 feet) are recommended where pedestrians' are likely to travel in groups, such as near schools and in shopping districts, or where adjacent to transit stops. Boulevard A standard minimum 5 -foot boulevard (the space between the sidewalk and the curb or edge of pavement) shall be provided whenever possible to increase pedestrian safety and comfort, as well as' providing space for snow Istorage (Figure 4.4). Minimum planted boulevard widths may be two feet (see fohowing paragraph). In shopping districts characterized by zero -lot lines, street furniture and/or on -street parking, sidewalks may be wider with no boulevard:, Additionally, a shallower boulevard or curbside sidewalk may be constructed when the cost of constructing a five-foot boulevard :would be excessively disproportionate due to existing right- of-way or topographical constraints. Curbside sidewalks shall have a minimum width of 6 feet unobstructed for travel (5 feet clear of sign posts, traffic signals, utility poles, etc., plus one foot for snow storage/clearing operations). Pedestrian Crossings. The safety of all street users, particularly more vulnerable groups such as children, the elderly and those with disabilities must be considered Figure 4.4. 5 -foot sidewalk with planted boulevard Figure 4.5. Edina marked crosswalks standards Edina Living Streets Plan — DRAFT (8/20/14) 4-4 Design Guidelines t0NVA edina living wi streets our streets connect us all when designing a street. This is particularly pronounced at potential conflict points where pedestrians must cross streets. Both real and perceived safety must be considered when designing crosswalks — pedestrian crossings must be comfortable. A safe crossing that no one uses serves no purpose. Refer to Edina's Traffic Safety Committee and the Minnesota Manual on Uniform Traffic Control Devices (MNMUTCD) for local traffic control policies regarding marked pedestrian crosswalks. Marked Crosswalks Marked crosswalks are commonly used at intersections and sometimes at mid -block locations, and are often the first tool used to address pedestrian crossing safety issues. By state law every intersection has crosswalks, whether marked or unmarked, and motorists are required to yield to pedestrians in these crosswalks (unless pedestrian crossing is prohibited). Marked crosswalks alert drivers to expect crossing pedestrians and direct pedestrians to desired crossing locations; however, marking crosswalks at every intersection is not necessary or desirable. Figure 4.6. Crossing island The City of Edina has standards fortypes or styles of marked crosswalks (see Figure 45). The type 'of marked crosswalk shall be determined by context and the following general principles: • City-wide standard (Continental) crosswalk: 36 -inch wide x 72 -inch long painted blocks, spaced at 36 -inch intervals • School zone standard (Ladder): Same as Continental (above), with 8 -inch lateral painted lines • Specialty crosswalks: May include brick inlay crosswalks (such as in the Countryside Neighborhood), colored concrete crosswalks (50th & France district) or existing patterned Duratherm crosswalks Crossing Islands and Curb Extensions_ Raised islands/medians and curb extensions are effective measures for improving street crossings. These tools reduce the distance and complexity of crossing wide streets with traffic coming from two opposing directions at once. They can also slow vehicle traffic (see Traffic Calming, XXX). With the use of crossing islands (sometimes referred to as a "median refuge") conflicts occur in only one direction at a time (Figure 4.6). Curb extensions (Figure 4.7) shorten crossing distance, reduce time it takes for a pedestrian to cross a Figure 4.7. Curb extension with crosswalk Edina Living Streets Plan — DRAFT (8/20/14) 4-5 Design Guidelines (Up:%edina Iivin9 It► streets our streets connect us all street and their exposure to moving vehicles, and can increase pedestrian visibility. See Table 4.2 for recommended applications of crossing islands/median and curb extensions at pedestrian crossings. Activated Mounted Flashers In addition to crossing islands and curb extensions, there are other measures to enhance and improve marked crosswalks. Enhanced crossing measures that may be applied in Edina include pedestrian -activated pedestal and overhead mounted flashers (Figure 4.8). While these techniques are typically applied at mid -block crossings to warn drivers that pedestrians may be present, they can also be used at crosswalks at uncontrolled intersections. If activated mounted flashers are used, they should be placed in conjunction with signs and crosswalks. An engineering study may be conducted to determine if a crossing may benefit from pedestrian -activated mounted flashers. Refer to the City's local traffic control policies for further information. Figure 4.8. Crossing with activated mounted flashers (Rectangular Rapid Flashing Beacons) Edina Living Streets Plan — DRAFT (8/20/14) 4-6 Design Guidelines edina living streets our streets connect us all Sha...... .. ud of� S — i 3 = l ands - !; i '� • sumrwven t _ L a• ["^G x mrsb e Gae lof I HiCB— Selnol IF T� .,/^ �`.'....,a- _ el r••`.,.Q° '¢. - ,i. v. lu.. T S [ ta...w.. LnKMma1 / w'M" ( 7I No� ... IAgrgi I Mud 1 i t Wlaii /` b � Celmi°t -• P 4 c +++'i'°`� • dmrvirw _e.a 1 _-. 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Commumly, ChtVCh&School w .. `_\\-- 4 �• $ Lutheran CtiutGh _ t Colony park Baptist .�,.,.. ! Norarandale 11 t {( r _. zA , S xr ISt.� ( z xr lfysa � ; {l S rleW � I !! ! mEdma ddle Sdtgoi Community ur} Center t..:, ! C LJ r to Sdtool t e. ,Norman Luthe e c Pam o. rw wo w•, ,rcvu r �A� Draft Sidewalk Facilities: Northeast Quadrant wjp- e' "" l edina living streets Living Streats ChssdticatlonFx lsdng Sidewalk Exisdng Park Pathway -'Collector & Local Connector Proposed Sidewalk ' /1 our streets connect us all Minor Arterial Proposed Regional Trail Recommended Active Routes To School Sidewalk Engineering Dept agud, 2014 Figure 4.10. Pedestrian Facilities Map: Northeast Quadrant Edina Living Streets Plan — DRAFT (8/20/14) 4-8 Design Guidelines e edina living streets our streets connect us all b `Lake { M iia. 1 L . «, rrt�l ! wm f/ Mud lalc ' n Ch..b Imhcran 1.i ci..4au.. HMbl4.. �"'^ i ,• j ! y _ � s Cnr4 Vall Cry 7'!<u , j i J S — a g s .... 3 �. io 51 Alta 4 E Vall V Lake C.1-- �r a v u e w.aa w.Mar.c'4' trio 1. .�. c.7%ltds.T 14" oY edina llVlny sheet$ Sidewalk Facilities: Southwest Quadrant Living Streets Classification` "- Existing Sidewalkei* <ColleclorBLocal Connedor — Existing Park Pathway - Proposed Sidewalk r(g our streets connect us all MnorArterial - Proposed Regional Trail — — Recommended Active Routes To School Sidewalk Eagine.d g Dat May, 2074 Figure 4.11. Pedestrian Facilities Map: Southwest Quadrant Edina Living Streets Plan — DRAFT (8/20/14) 4-9 Design Guidelines A edina living streets our streets connect us all x ,.n ake ,\ t. {t . R Reslasd Pads 6G@STW .Lake a R Cornelia �V�`.. E :a a. Presbyters `"" Ic x Church i 'OMSTW #$qp omelia t oc¢ 3 °o —� w ° drool B{ - STWZZ w J duyyo Y _ f F`ve - ..� , k � eke ••••••� �_�_•• 9 Station Edina ( a; r¢ed Riduds GelfC— i AiTH STW k { 711trSTW _ �., ...� .ate ��`'•�� t� /M1edina �� hying IftOcDllector& streets Draft Sidewalk Facilities: Southeast, Quadrant w Living Streets Classification - Exisdng Sidewalk Local connector -' " ProposEx e ParkPathway � Proposed Sltlewalk t;' ''`* it� IES 115' our streets connect us all Minor Arterial Proposed Regional Trail Recommended Active Routes To School Sidewalk Engineering Dept July, 2014 Figure 4.12. Pedestrian Facilities Map: Southeast Quadrant Edina Living Streets Plan — DRAFT (8/20/14) 4-10 Design Guidelines BICYCLE FACILITIES The Living Streets Policy and Plan indicates that bicyclists — just like motorists and pedestrians — should have safe, convenient, and comfortable access to all destinations in the City. Indeed, every street (excepting principal arterials) is a bicycle street, regardless of bikeway designation. Edina's network of Living Streets shall accommodate all types, levels, and ages of bicyclists. Bicycle facilities should take into account vehicle speeds and volumes, with shared use on low volume, low -speed road and separation on higher volume, higher -speed roads. Types and Placement Table 3.1 indicates on which street types bicycle facilities (shared or separated) shall be located/considered. The City of Edina Comprehensive Bicycle Transportation Plan shall be consulted to determine where approved bike routes are located. Refer to Table 4.1 for guidance on the application of each type of bicycle facility. Bike Lanes Bike lanes provide dedicated space on the roadway.for'bicycle use. Bike lanes are separated from the lane used by motor vehicles by a solid ;white line. Bike lanes are also marked with a white bicycle symbol and arrow on the pavement and signed at regular intervals (Figure 4.13). "Buffered bike lanes are similar to regular bike lanes, but also include a marked buffer between the bike lane and the adjacent driving lane. This buffer area is marked with white diagonals or chevrons to indicate that no vehicles are allowed to travel in the buffered area. As a bike lane approaches an intersection or bus stop, a dashed line may be used instead of a solid white line to indicate the space is shared by motorists and bicyclists. A dashed line may also edina 11161111111110 living streets our streets connect us all Figure 4.13. Bike lane on Tracy Avenue Figure 4.14. Advisory bike lane Figure 4.15. Shared lane markings or "sharrows" Edina Living Streets Plan — DRAFT (8/20114) 4-11 Design Guidelines AP living rWII living � streets our streets connect us all be used to stripe the bike lane through intersections. Advisory Bike Lanes Advisory bike lanes are used on streets that are too narrow for dedicated bike lanes. Advisory bike lanes look like dedicated bike lanes, except a dashed line is used in place of a solid bike lane stripe (Figure 4.14). A dashed line signals to drivers that they may drive in the advisory bike lane. Advisory bike lanes do not narrow the travel lanes or reduce the amount of roadway space that can be used by motor vehicles. Additionally, they bring greater awareness to the roadway as shared space and can help to reduce vehicle speeds and improve roadway safety. At present, advisory bike lanes are considered experimental by the Federal Highway Administration'(FHWA). Shared Lane Markings Shared lane markings or "sharrows" (derived from "shared" and "arrows") are pavement markings used to mark a designated bike route. Placed in the travel lane, they encourage bicyclists to ride in a safe position outside of the door zone (where driver's side doors of parked cars open). Shared lane markings include a bicycle symbol and a double chevron indicating the direction of travel (Figure 4.15). They do not designate any part of the roadway as exclusive to either motorists or bicyclists. Rather, shared lane markings emphasize that the travel lane is shared. Bike Boulevard A bike boulevard is a lower4olume street that has been improved for bike traffic, often serving as an alternative bicycle route to a street with higher traffic volumes. "Bike boulevards may include traffic -calming measures such'as traffic circles, and can be optimized for use by'cyclists (e.g. removing stop signs in through direction)' Bike boulevards are designated with pavement markings that include a large bicycle symbol with the text "BLVD" (Figure 4.16). The markings are not intended to guide the bicyclists. Share The Road "Share The Road" reminds motorists, bicyclists and pedestrians that all modes of transportation may use the roadway. "Share The Road" may be posted in conjunction with shared lane markings, on a bike boulevard, or on a bike route without pavement markings (Figure 4.17). Where a bike lane ends, but the bike route continues, "Share The Road" may also be posted. Signage that Figure 4.16. Bike Boulevard on Cornelia Drive Figure 4.17. "Share the Road" signage Edina Living Streets Plan — DRAFT (8/20/14) 4-12 Design Guidelines edina Wliving streets our streets connect us all indicates "Bikes May Use Full Lane" may also be considered where appropriate. Although all roads in Edina are shared, these signs communicate to motorists and cyclists that the road has been identified to encourage use by cyclists, but lacks separate bicycle facilities. Bicycle or Shared Use Path A bicycle or shared use path is a facility that has been designed for bicycle use and constructed separately from the roadway or shoulder. A bicycle path may be for exclusive use by bicyclists (bike path), or it may be shared with pedestrians (shared use). A bicycle path that is adjacent to a roadway is a side path (Figure 4.18). Paved Shoulders The shoulder is the part of the street that is contiguous to and on the same level as the part of the street that is regularly used for vehicle travel, and may be paved, gravel or dirt (Figure 4.19). The shoulder is typically separated from the traveled part of the street by a solid white line, called an "edge line" or "fog line." Paved shoulders can look a lot like bike lanes, but differ from bike lanes in some important ways: • Bike lanes have bicycle pavement markings and Bike Lane signs; paved shoulders do not.. • Bike lanes have been designed for cycling; paved shoulders have not. • Parking is not permitted on bike lanes' unless posted otherwise; parking is permitted on paved shoulders unless posted otherwise. Edina Living Streets Plan — DRAFT (8/20/14) Design Guidelines Figure 4.18. Shared use path along Gallagher Drive Figure 4.19. Example of a paved shoulder 4-13 • Cyclists may use the shoulder, but are not required to. Table 4.1. Appropriateness of bicycle facilities BICYCLE FACILITIES Living Streets Classification Local Street Local Connector Collector Street Minor Arterial ` Bike Lanes O • Advisory Bike Lanes Shared Lane Markings/Sharrows O ® O Bike Boulevard ® • "Share the Road" ® O O O Shared Use Path Paved Shoulders Legend: • Appropriate OAppropriate in specific circumstance! Not Appropriate Intersections Given that intersections are junctions where different modes of transportation meet, a well- designed intersection should facilitate the interaction between bicyclists, pedestrians, motorists and transit. This should be done in a safe and efficient manner that reduces conflicts between bicyclists and vehicles, 'including heightening the visibility, denoting a clear right-of- way, and ensuring all users are aware of each other. Bike Lane Markings Pavement markings for bike lanes (see above) should extend up to the crosswalk (or stop bar if Figure 4.20. Bike lane "pocket" on W. 70th Street crosswalk is not marked) to ensure that separation, guidance on proper positioning, and awareness by motorists are maintained through these conflict areas. At right -turn lanes, a bike lane "pocket" (Figure edina diving streets our streets connect us all Edina Living Streets Plan — DRAFT (8/20/14) 4-14 Design Guidelines 4.20) shall be placed between the right -turn lane and the rightmost through lane. If a full bike lane cannot be accommodated, a shared bicycle/right- turn lane can be installed that places a standard - width bike lane on the left side of the right -turn lane. A dashed stripe delineates the space for bicyclist and motorists within the shared lane. Sharrows are another option for marking a bike lane through an intersection where a bike lane pocket cannot be accommodated. Green Bike Lanes at Conflict Points Green colored pavements are used to highlight conflict areas between bicycles and motor vehicles at heavy turning and merging locations approaching and within intersections (Figure 4.21). Green colored pavement can be used in conjunction with sharrows and/or dashed white stripes to delineate the edge of the green colored pavement. Bicycle Signal Detection Bicycle detection is used at actuated traffic signals to alert the signal controller of bicycle crossing demand on a particular intersection approach. Bicycle detection can occur by automated means such as in -pavement detection loops (Figure 4.22). Such loops have increased sensitivity tb detect bicycles. Signage and :pavement markings should be used to provide clear guidance to bicyclists on how to actuate detection. TRAFFIC CALMING edina living 141110 streets our streets connect us all Figure 4.21. Green colored pavement highlighting a "conflict area" at W. 70`' Street and Metro Boulevard Street at France Avenue The primary goal of traffic calming is to slow motorists to a desired speed by using design in a context - sensitive manner while working with stakeholders. Traffic calming is acceptable and encouraged on all street types, and when utilized effectively can physically encourage motorists to drive at the desired speed. Traffic calming uses a combination of physical measures that alter driver behavior and improve conditions for non -motorized street users while accommodating the needs of motorists. While speed reduction of motor vehicles and increased motorist awareness of non -motorized road users are the primary goals of traffic calming, these measures can also be designed to treat and manage stormwater and improve the aesthetics of the street. Please refer to Table 4.2 for guidance regarding the applicability of the traffic calming techniques described below. It should be noted that often a combination of techniques is needed to calm traffic Edina Living Streets Plan — DRAFT (8/20/14) 4-15 Design Guidelines effectively, and their application should take into account overall traffic flow and emergency vehicle access throughout the corridor. Road Diet A road diet entails the narrowing and/or removal of driving lanes from the street cross-section (both of which are traffic calming measures). The reclaimed roadway space can be used for bicycle lanes, sidewalks, landscaped boulevards or medians, and/or on -street parking. For streets to be considered for this measure Raised Medians Often used as components of a road diet, raised, planted medians can calm traffic in multiple ways. Medians can help define the travel lane, while the vertical curb and median plantings provide'visual cues to motorists to slow speeds. Medians that extend through intersections can also provide volume control by blocking through movement at a cross street. Additionally, medians can provide a refuge (if designed appropriately) for pedestrians crossing a wide, multi -lane street (see "Crossing Island and Curb Extensions" above). Roundabouts and Traffic Circles Roundabouts and traffic circles require traffic to circulate counterclockwise around a center island. Traffic circles are raised islands placed in intersections, and are effective for calming traffic at these locations (Figure 4.25). This is especially true within neighborhoods, where. large vehicle traffic is not a major concern but speeds, volumes and safety are problems. Traffic circles replace stop signs at intersections, which can improve safety at locations where stop sign compliance may be lower. Roundabouts, unlike traffic circles, are used on higher volume streets to allocate to minimize conflicts between competing movements (Figure 4.26). Roundabout have been shown to be reduce the number and severity of crashes while at the same time more efficiently moving vehicles i` edina living streets out streets connect us all Picture (see caption) Figure 4.23. Roadway before road diet Picture (see caption) Figure 4.24. Roadway after road diet Figure 4.25. Traffic circle at W. 54' Street and Drew Avenue South Edina Living Streets Plan — DRAFT (8/20/14) 4-16 Design Guidelines through an intersection when compared to traditional signalized intersections. Roundabouts can moderate speeds on collector and arterial streets and are aesthetically pleasing if well - landscaped. Curb Extensions In addition to shortening the crossing distance for pedestrians (see "Crossing Island and Curb Extensions" above), curb extensions (sometimes referred to as "bumpouts" or "neckdowns") can also help to reduce the speed of vehicles. This is accomplished by reducing the roadway width S_ om curb to curb at planned locations, and by Figure 4.26. Roundabout at W. 70`h Street and Valley tightening the curb radii at intersection corners, View Road reducing the speeds of turning vehicles. Curb extensions also protect on -street parking bays and provide opportunities for landscaping and rain gardens (see below) - �+ edlna living In► streets our streets connect us all On -Street Parking On -street parking also functions as a traffic -calming device when vehicles are regularly parked in the parking lane. Vehicles parked in the street physically and visually narrow the roadway and can increase the level of activity on the street as people come and go from parked cars. This can cause motorists to be more alert and slow vehicle speeds. On -street parking (when striped and/or utilized) can also provide a buffer between moving vehicles and pedestrians who may be walking on an adjacent sidewalk. Bike Lanes/Buffered Bike Lanes Like on -street parking, marked on -street bike lanes.provide a buffer between pedestrians on an adjacent sidewalk and motor vehicletraffic. Additionally, the lane markings indicate where motorists should be driving and effectively narrow the travel lane. The potential presence of cyclists can also alert motorists to slow down and be aware. Street Trees In addition to their environmental' benefits (see section XXX), trees, when located on both sides of the street (especially in boulevards and medians) create a sense of enclosure that discourages drivers from speeding. Street trees create` vertical walls that frame streets and provide a defined edge. This helps motorists guide their movement and assess their speed, which can lead to overall speed reduction. Also, the presence of street trees creates a safer walking environment by providing distinct edges to sidewalks so that motorists can better distinguish between their environment and the one shared with people. Raised Intersections/Crosswalks A raised intersection is a flat raised area covering an entire intersection, with ramps on all approaches and often combined with textured materials (see below) on the flat section. Typically, they raise to just below the level of the sidewalk. Raised intersections are more readily perceived by motorists to be "pedestrian territory" and the change in grade slows vehicle speeds. Edina Living Streets Plan — DRAFT (8/20114) 4-17 Design Guidelines AgOlk edina ININNO living streets our streets connect us all Similarly, raised crosswalks are often marked by different materials to provide pedestrians with a level street crossing and to make them more visible to approaching motorists. They can act as "speed tables" to slow vehicle speeds. Textured and/or Colored Pavement Textured and colored pavement includes the use of stamped pavement or alternate paving materials to create an uneven surface for vehicles to traverse. They may be used to emphasize either an entire intersection or a pedestrian crossing, and are sometimes used along entire street blocks. Locations where textured and/or colored pavement are often used include parking lanes, bike lanes, pedestrian crossings (Figure 4.27), and intersections. Figure 4.27. Brick crosswalk in the Country Club neighborhood Edina Living Streets Plan — DRAFT (8/20/14) 4-18 Design Guidelines A90k edina living r streets our streets connect us all Other tools that can be used to calm traffic include fixed and temporary dynamic speed signs and enforcement of traffic laws. Table 4.2. Applicability of Traffic Calming Measures Traffic Calming Measure Living Streets Classification Local Street Local Connector Collector Street Minor Arterial Reduction in number of lanes O ® • Lane width reduction Median refuge 0 • • Curb extention On -street parking ® O Bike lanes/protected bike lanes O Street trees • ® ® • Textured and/or colored paving materials O Roundabouts O ® ® • Traffic Circles • Raised intersections ® ® O Raised crosswalks ® ® O Speed tables O O Legend: • Appropriate OAppropriate in specific circumstances Not Appropriate Edina Living Streets Flan — DRAFT (8/20/14) 4-19 Design Guidelines edina rW*lChliving streets our streets connect us all STORMWATER MANAGEMENT AND SUSTAINABLE INFRASTRUCTURE Stormwater Management The implementation of Living Streets practices has the potential to enhance two core stormwater utility functions, flood protection and clean water, by retaining water on the landscape and filtering runoff. Living streets stormwater practices are broadly named "Low Impact Development" (or LID) practices, and also referred to as "Green Infrastructure." These living streets practices have the potential to provide multiple benefits as well including a beautiful streetscape, flourishing trees, Service Level Definition The City of Edina stormwater utility provides two services to the public, flood protection and clean water. Stormwater management priorities are described in the City of 'Edina Comprehensive Water Resources Management Plan (December 2011). Performance measurements for flood protection include peak rate measure in cubic feet per second and runoff volume measured in acre-feet, and for clean water include removal of sediment measured in tons and phosphorus measured,in pounds. Service Performance Measure Service Flood Protection Peak rate control in cubic feet cfs per second Flood Protection Flood volume control in acre ac -ft feet volume Clean Water Phosphorus pollutant removal in Ib -P pounds Clean Water Gross and fine.solids removal in ton -sed tons Stormwater Utili To the extent that implementation of living streets concepts coincides with stormwater management goals, and overlaps with identified priorities watersheds, funding from the City of Edina stormwater utility is available for public improvement. Some LID techniques, and the specific location and efficiency of any technique will vary based on design, and location in the watershed. Engineering review and cost benefit comparison can often provide guidance to the most effective selection and placement of individual practices. The following table summarizes the living streets practices, and their overlap with stormwater services, and relative cost effectiveness. Practice Flood Clean Cost Effectiveness Protection Water Impervious cover High Medium Savings reduction Soil / Turf / Trees High Medium Low Bio -retention / Rain Medium Medium Medium Edina Living Streets Plan — DRAFT (8/20/14) 4-20 Design Guidelines ft edlna i living 1# streets our streets connect us all Gardens Pervious Pavements Medium Medium High Underground Sediment / Infiltration Low Medium High Swales, filters / other Low Medium Medium Natural area creation, protection, High High Savings restoration Regional ponds and wetlands High Medium Low Pollution prevention Low High Low Discuss capital cost efficiency, maintenance burden and lifecycle cost efficiency, efficiency and relation to size of BMP, Sustainable Infrastructure ENVISION, multiple benefits, community maintenance, public maintenance, Sustainable techniques Streetscape and Toolbox LID techniques Living Streets Prioritization See Figure 4.28. Describe priority watersheds /Describe targeted treatments that match the need of each priority watershed/ describe areas of the city with existing treatment as non-priority and diminishing returns of layered BMPs Prioritize flood protection in landlocked\ catchments, water quality in lakes catchments, both in creek catchments. Opportunistic treatment in already treated areas draining to wetland networks that provide treatment: A subwatershed assessment study is;a useful tool for scoping where and what types of stormwater treatments are best applied in an individual neighborhood. Edina Living Streets Plan — DRAFT (8/20/14) 4-21 Design Guidelines AIOMV& edina 11=2 living 1040 streets our streets connect us all Figure 4.28. Living Streets Priority Watersheds Edina Living Streets Plan — DRAFT (8/20/14) 4-22 Design Guidelines ew* edina living streets our streets connect us all Example Promct Schedule and Design Process Describe schedule for scoping study and neighborhood engagement, Public meeting, Sustainable Infrastructure Purpose and ENVISION Quality of Life Description + transit, safety, overlap Leadership Description Resource Allocation Description + CHI 0 overlap Edina Living Streets Plan — DRAFT (8/20/14) 4-23 Design Guidelines gft edina =living streets our streets connect us all Streetscape / Toolbox Description Impervious cover reduction Opportunity, Examples for each level of street, limitations, costs Soil, turf and trees Opportunity, Examples, limitations, costs Bio -retention and rain gardens Rain gardens collect, filter and infiltrate stormwater from roads, driveway, roofs and other hard surfaces. A rain garden uses water runoff as a resource to grow flowers and trees, and replenish local groundwater. Rain gardens are generally well landscaped with native plants and greenhouse cultivars and tend toward ornamental arrangements of flowers'and grasses. Rain gardens are subset of bio - retention practice. Bioretention Examples, limitations, costs Pervious pavements Opportunity, Examples, limitations, costs Underground sediment capture and underground infiltration Opportunity, Examples, limitations, costs Swales, sand filters and other controls, Opportunity, Examples, limitations, costs Natural area creation, enhancement or conservation Opportunity, Examples for each level of street, limitations, costs Regional systems, ponds and wetlands Opportunity, Examples, limitations, costs Pollution prevention Opportunity, Examples, limitations, costs (similar to sustainability analysis, SWPPP operations, WHPP) Edina Living Streets Plan — DRAFT (8/20/14) 4-24 Design Guidelines Planning Commission 2015 Annual Work Plan 2014 New Initiative Target Staff Support Council Approval Budget Required Completion Required Date A. Zoning Ordinance Amendments (See On-going No additional Yes, staff support is Council approval is required attached Zoning Ordinance Work Plan budget requested required for each Zoning Ordinance Tracker.)The Planning Commission would at this time amendment like to complete the following from the list in 2014: 1. Parking regulations/Proof-of-parking 2014 30 Hours 2. Max./min.size for Apts. & Senior Housing 2014 30 Hours B. Policy Recommendations 1. Sustainability enforcement/PUD/Ped. 2014 No additional Yes, staff support is Council approval is required friendly/affordable housing budget requested required 2. Tree Ordinance/Landscaping at this time 3. Mid Term Comp. Plan Consideration 4. Monitoring Residential Redevelopment standards & ordinance C. Commission Liaison 1. Connectivity— Living Streets On-going 2. France Avenue Corridor Planning 3. Mpls. 44/France Small Area Plan 4. Grandview Next Steps D. Small Area Plan - Conduct a Small Area Plan for the Cahill and 70th Commercial area as defined in the Comprehensive Plan. 2015-16 $25,000-$75,000 depending on the scope of work to be done by a Yes, staff support is required Council approval is required consultant. Progress Report: The Planning Commission is responsible to review all Land Use applications submitted to the City of Edina. Land Use applications include: Variances; Site Plan Review; Sketch Plan Review; Conditional Use Permits; Subdivision; Lot Line Adjustments; Rezoning; and Comprehensive Plan Amendments. To accomplish this responsibility the Planning Commission meets twice per month, on the second and fourth Wednesday of the month. The Planning Commission typically reviews 3-4 of the above requests each agenda. Proposed Month for Joint Work Session: Comments:Staff We anticipate 2015 as another very busy year for development. We will try to accomplish as much as we can outside of our usual "ongoing responsibilities." Council Comments: MEMO �gL A. r� �1 ow e Cn N�q, 0 • �Y�bRttlttT'�� LBBB Date: August 27, 2014 To: Planning Commission From: Cary Teague, Community Development Director Re: Zoning Ordinance Amendment Consideration — Ordinance Clean up per the 2014 Work Plan — Front Street Setback, One -Foot Rule for a Tear Down/Rebuild, Lighting, and minimum square footage multi -family housing. The city attorney is recommending that the Zoning Ordinance regulations regarding front yard setback and the one -foot rule be revised. Staff is recommending additional ordinance amendments per the Planning Commission's 2014 Work Plan. That would include the lighting ordinance, and the elimination of the minimum and maximum unit size for multi- family housing as previously discussed. The Planning Commission has discussed eliminating the CUP requirement for the one foot rule, and requiring a variance instead; therefore, staff has added that to the Ordinance for discussion. The CUP requirement was added to the Ordinance, at a time when variances were not possible. Staff would recommend that the conditions required for a CUP would remain in effect, and they would now be required as part of the variance. In regard to the front setback and one -foot rule, the attached Ordinance Amendment in regard to has been written to meet the intent of the original language, which was as follows: Front Setback — Required front street setback was to average the front street setback of the homes on either side. The existing ordinance does not account for a side street setback or an abutting lot with a front street setback that faces a different street. One -Foot Rule for Tear Down/Rebuild — The intent of this ordinance is that the first level of the new home was to match or be no taller than one foot above the pedestrian entry of the existing split level. The ordinance did not define front entry. A garage could be considered a front entry. Additionally, it did not account for multiple entries for a new home. The Commission is asked to discuss the Ordinance Amendment and consider scheduling a public hearing in October. City of Edina • 4801 W. 50th St. • Edina, MN 55424 ORDINANCE NO. 2014 - AN ORDINANCE AMENDMENT REGARDING FRONT YARD SETBACK REQUIREMENTS & FIRST FLOOR ELEVATION REGULATIONS FOR TEAR DOWN REBUILDS THE CITY COUNCIL OF EDINA ORDAINS: Section 1. Subsection 36-439 of the Edina City Code. Special Requirements are amended as follows: Sec. 36-439. Special requirements (1) Special setback requirements for single dwelling unit lots. Established front street setback. When more than 25 percent of the lots on one side of a street between street intersections, on one side of a street that ends in a cul-de-sac, or on one side of a dead-end street, are occupied by dwelling units, the front street setback for any lot shall be determined as follows: 1. If there is an existing dwelling unit on an abutting lot on only one side of the lot that has a front street setback on the same street, the front street setback requirement shall be the same as the front street setback of the dwelling unit on the abutting lot on the same street. If an abutting lot is a corner lot with a side street setback; that lot is not considered an abutting lot. 2. If there are existing dwelling units on abutting lots on both sides of the lot that both have a front street setback on the same street, the front street setback shall be the average of the front street setbacks of the dwelling units on the two abutting lots. If an abutting lot is a corner lot with a side street setback; that lot is not considered an abutting lot. 3. In all other cases, the front street setback shall be the average front street setback of all dwelling units on the same side of that street. b. Side street setback. The required side street setback shall be increased to that required for a front street setback where there is an adjoining interior lot facing on the same street. The required side street setback for a garage shall be increased to 20 feet if the garage opening faces the side street. Existing text — XXXX Stricken text — XXXX Added text —XXXX (7) Additions to, or replacement of, single dwelling unit buildings and buildings containing two dwelling units. For additions, alterations and changes to, or rebuilds of, existing single dwelling unit buildings and buildings containing two dwellings, the first floor elevation may not be more than one foot above the existing first floor elevation. If a split level dwelling is torn down and a new home is built, the first floor elevation of the dwelling unit being torn down is deemed to be the lowest elevation of an entrance to the dwelling, excluding entrance to the garage and entrances that do not face a street. the new fiFSt flOeF ^~ en+,.., level elevation Fnay not be FnE)Fe than one feet abeve the fFent entFy elevatien e the heme that was tOW down. (8) Additions to, or replacement of, single dwelling unit buildings with a first floor elevation of more than one foot above the existing first floor elevation of the existing dwelling unit building require a Variance per Sec. 36-69. Division 3. Such additions to, or replacements of, single dwelling unit buildings must meet one or more of the first three conditions listed in subsection (8)a of this section, and always'meet condition four listed in subsection (8)b of this section. a. The first floor elevation may be increased to the extent necessary to elevate the lowest level of the dwelling to an elevation of two feet above the 100 -year flood elevation, as established by the Federal Emergency Management Agency (FEMA), or the city's comprehensive water resource management plan; or the first floor elevation may be increased to the extent necessary to reasonably protect the dwelling from groundwater intrusion. Existing and potential groundwater elevations shall be determined in accordance with accepted hydrologic and hydraulic engineering practices. Determinations shall be undertaken by a professional civil engineer licensed under Minn. Stats. ch. 326, or a hydrologist certified by the American Institute of Hydrology. Studies, analyses and computations shall be submitted in sufficient detail to allow thorough review and approval; or the first floor elevation may be increased to the extent necessary to allow the new building to meet the state building code, this Code or other statutory requirements; and b. An increase in first floor elevation will only be permitted if the new structure or addition fits the character of the neighborhood in height, mass and scale. Section 2. Subsection 36-434, Conditional Uses is amended as follows: Existing text — XXXX 2 Stricken text — XXXX Added text — XXXX WON Urm Existing text — XXXX 2 Stricken text — XXXX Added text — XXXX 13. An inGFease iR first finer nln., .+�nr V.411 enly be r .,,c++n.J if *-he R Strssnts.re OF —;wIrlitinr. for, thin r-haF-.rtnr of the r ghhnr4.nnd in height Section 3. Subsection 36-527 (2), Special requirements is amended as follows: Sec. 36-527. Special requirements. In addition to the general requirements described in article XII, division 2 of this chapter, the following special requirements shall apply: DCD (in s a fent) I DDII (e)(eept PRD n5) lire square 1 1 IEfficiene1— I-500 1 R .. IT -we bedFOE)M :7[nMoRiFnUFR19W ATAMML and W'.W'.- the dwelling unit, but shall net , eAtries feyeF baleenies and h r..hns MHR 13. An inGFease iR first finer nln., .+�nr V.411 enly be r .,,c++n.J if *-he R Strssnts.re OF —;wIrlitinr. for, thin r-haF-.rtnr of the r ghhnr4.nnd in height Section 3. Subsection 36-527 (2), Special requirements is amended as follows: Sec. 36-527. Special requirements. In addition to the general requirements described in article XII, division 2 of this chapter, the following special requirements shall apply: DCD (in s a fent) I DDII (e)(eept PRD n5) lire square 1 1 IEfficiene1— I-500 1 R .. IT -we bedFOE)M :7[nMoRiFnUFR19W Existing text — XXXX 3 Stricken text — XXXX Added text — exteFOOF walls and fFeFn the center ef interier %valls the dwelling unit, but shall net , eAtries feyeF baleenies and h r..hns Existing text — XXXX 3 Stricken text — XXXX Added text — Section 4. Subsection 36-1260 of the Edina City Code. Lighting is amended as follows: Sec. 36-1260. Lighting. All exterior lighting and illuminating devices shall be provided with lenses, reflectors or shades so as to concentrate illumination on the property of the owner or operator of the lighting or illuminating devices. Rays of light or illumination shall not pass beyond the property lines of the premises utilizing the lights or illumination at an intensity greater than 0.5 thFee footcandles measured at property lines abutting property zoned residential and 1 teo footcandles measured at property lines abutting streets or property zoned nonresidential. No light source, lamp or luminaire shall be directed beyond the boundaries of the lighted or illuminated premises. Section 5. This ordinance is effective immediately upon its passage. First Reading: Second Reading: Published: Attest Debra A. Mangen, City Clerk James B. 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Date: August 27, 2014 To: Planning Commission From: Cary Teague, Community Development Director Re: Zoning Ordinance Amendment Consideration — Ordinance Clean up per the 2014 Work Plan — Front Street Setback, One -Foot Rule for a Tear Down/Rebuild, Lighting, and minimum square footage multi -family housing. The city attorney is recommending that the Zoning Ordinance regulations regarding front yard setback and the one -foot rule be revised. Staff is recommending additional ordinance amendments per the Planning Commission's 2014 Work Plan. That would include the lighting ordinance, and the elimination of the minimum and maximum unit size for multi- family housing as previously discussed. The Planning Commission has discussed eliminating the CUP requirement for the one foot rule, and requiring a variance instead; therefore, staff has added that to the Ordinance for discussion. The CUP requirement was added to the Ordinance, at a time when variances were not possible. Staff would recommend that the conditions required for a CUP would remain in effect, and they would now be required as part of the variance. In regard to the front setback and one -foot rule, the attached Ordinance Amendment in regard to has been written to meet the intent of the original language, which was as follows: Front Setback — Required front street setback was to average the front street setback of the homes on either side. The existing ordinance does not account for a side street setback or an abutting lot with a front street setback that faces a different street. One -Foot Rule for Tear Down/Rebuild — The intent of this ordinance is that the first level of the new home was to match or be no taller than one foot above the pedestrian entry of the existing split level. The ordinance did not define front entry. A garage could be considered a front entry. Additionally, it did not account for multiple entries for a new home. The Commission is asked to discuss the Ordinance Amendment and consider scheduling a public hearing in October. City of Edina • 4801 W. 50th St. • Edina, MN 55424 Logis Map Page 1 of 1 http://gis.logis.org/logismap/ 8/21/2014 Logis Map Page 1 of 1 http://gis.logis.org/logismap/ 8/21/2014 Logis Map Page 1 of 1 http://gis.logis.org/logismap/ 8/21/2014 Logis Map Page 1 of 1 http://gis.logis.org/logismap/ 8/21/2014 Logis Map Page 1 of 1 http://gis.logis.org/logismap/ 8/21/2014 Logis Map Page 1 of 1 http://gis.logis.org/logismap/ 8/21/2014 _., Counted as Meeting Held (ON MEETINGS' LINE) NAME TERM IJ Type "1" under the month on the meetings' line. IF Regular Meeting w/o Quorum M Type "1" under the month for each attending member. A M J Rescheduled Meeting" J A S O N ID I Work Session Work Session # of PAtgs, Attendance % Meetings/Work Sessions ....................... ``. 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 15 Forrest, Arlene 2/1/2016 1 1 1 1 1 1 1 1 1 1 1 1 1 1 14 93% Olsen, Jo Ann 2/1/2017 1 1 1 1 1 ill 1 1 1 9 82% Platteter, Michael 2/1/2016 1 1 1 1 1 1 1 1 1 1 1 1 1 13 87% Potts, Ken 2/1/2014 1 1 1 1 1 1 1 7 47% Lee, Susan 2/1/2017 1 ill 1 1 1 1 1 1 1 9 82% Scherer, Nancy Nyrop 2/1/2015 1 111 1 1 1 1 1 1 9 60% Schroeder, Michael 2/1/2015 1 1 1 1111 1 1 1 1 1 10 67% Staunton, Kevin 2/1/2015 1 1 1 1 1 1 ill 1 1 1 1 12 80% Carr, Claudia Halva, Taylor 2/1/2016 9/1/2014 1 1 1 1 1 1 1 ill 1 1 1 1 1.1 1 1 1 1 1 1 1 1 1 11 12 73% 80% Kilberg, Benjamin 9/1/2014 1 1 1 1 1 1 1 1 1 1 1 1 12 80% A member who misses four consectutive regular meetings, or attends less than 75% of the scheduled meetings, shall be deemed to have resigned as a member of the planning commission. Liaisons: Include this report in the Planning Commission packet monthy. Do not enter numbers into the last two columns. Meeting numbers & attendance percentages will calculate automatically. INSTRUCTIONS: Counted as Meeting Held (ON MEETINGS' LINE) Attendance Recorded (ON MEMBER'S LINE) Regular Meeting w/Quorum Type "1" under the month on the meetings' line. Type "1" under the month for each attending member. Regular Meeting w/o Quorum Type "1" under the month on the meetings' line. Type "1" under the month for each attending member. Joint Work Session Type "1" under "Work Session" on the meetings' line. Type "1" under "Work Session" for each attending member. Rescheduled Meeting" Type "1" under the month on the meetings' line. Type "1" under the month for each attending member. Cancelled Meeting Type "1" under the month on the meetings' line. Type "1" under the month for ALL members. Special Meeting There is no number typed on the meetings' line. There is no number typed on the members' lines. "A rescheduled meeting occurs when members are notified of a new meeting date/time at a prior meeting. If shorter notice is