HomeMy WebLinkAbout2016-07-21 Meeting PacketAgenda
Transportation Com m ission
City Of Edina, Minnesota
Council Chambers
Thursday, July 21, 2016
6:00 PM
I.Call To Order
II.Roll Call
III.Approval Of Meeting Agenda
IV.Approval Of Meeting Minutes
A.Approval of Minutes - Regular Meeting of June 16, 2016
V.Special Recognitions And Presentations
A.Southdale Area Tra nsportation Study
VI.Community Comment
During "Community Comment," t he Board/Commission will invite resi dent s to share r elevant
i ssues or concerns. Individuals must l i mi t t heir comments to three mi nutes. The Chair may limit
the number of speakers on the same i ssue in t he int erest of time and topic. Gener al ly speaking,
i tems that ar e elsewhere on tonight's agenda may not be addressed dur i ng Communit y Comment.
Indi vi dual s should not expect the Chai r or Boar d/Commission Member s to respond to t heir
comment s tonight. Instead, the Board/Commi ssion might refer the mat ter to st a% for
consi derat i on at a future meeting.
VII.Reports/Recommendations
A.Discussion with Edina Police Department Representative
B.2016 Work Plan Updates
C.2017 Neighborhood a nd MSA Street Reconstruction Projects
D.Tra3c Safety Report of July 6, 2016
VIII.Correspondence And Petitions
IX.Chair And Member Comments
X.Sta 5 Comments
A.Sta5 Comments for July 2016
XI.Calendar Of Events
A.Schedule of Meeting a nd E v ent Dates as of July 21, 2016
XII.Adjournment
The City of Edina wants all res idents to be c om fortabl e bei ng part of the
publi c proc ess . If you need as s is tanc e i n the way of heari ng am pli 6c ation, an
interpreter, large-print doc um ents or s om ethi ng els e, pleas e c al l 952-927-8861
72 ho urs in advance of the m eeting.
Date: July 21, 2016 Agenda Item #: IV.A.
To:Trans portation Co mmis s io n Item Type:
Minutes
From:Sharon Allis on - Engineering Spec ialis t
Item Activity:
Subject:Ap p ro val o f Minutes - Regular Meeting of June 16,
2016
Action
CITY OF EDINA
4801 West 50th Street
Edina, MN 55424
www.edinamn.gov
ACTION REQUESTED:
Approve the meeting minutes of the regular Edina Transportation Commission meeting of June 16, 2016.
INTRODUCTION:
ATTACHMENTS:
Description
Minutes ETC, Jun 16, 2016
Draft Minutes☒
Approved Minutes☐
Approved Date:
1
Minutes
City of Edina, Minnesota
Transportation Commission
Community Room
June 16, 6:00 p.m.
I. Call To Order
Chair LaForce called the meeting to order.
II. Roll Call
Answering roll call were members Bass, Boettge, Brown, Iyer, Janovy, LaForce, Miranda, and Olson. Absent at
roll call were members Ding, Loeffelholz and Ruehl.
III. Approval Of Meeting Agenda
Motion was made by chair LaForce to change the order of presentation for some items under
Reports/Recommendations and the motion was seconded by member Janovy. Motion was made by member
Janovy and seconded by member Boettge approving the revised meeting agenda. All voted aye. Motion carried.
IV. Approval Of Meeting Minutes
Motion was made by member Olson and seconded by member Miranda approving the edited May 19, 2016,
minutes. All voted aye. Motion carried.
V. Community Comment
Mrs. Susan Davison, 6716 Galway Drive, spoke about the difficulty of getting around Edina due to traffic
congestion, some of which is due to road construction that does not show up on Google Maps. She is
concerned a flag person could be hit or killed by an unfamiliar driver cutting thru Edina who is not aware they
are coming up on a construction zone. She suggested engaging students from the high school in a contest to
build an app that helps you find your way around Edina.
VI. Reports/Recommendations
A. Passenger Rail Recommendations
Member Brown discussed the history of the Dan Patch Rail Line, railroad law, property tax paid by the railroad,
the gag rule, current situation and ownership, what has changed since the start of the gag rule, benefits of
changing the gag rule, and cost of car ownership.
In response to Council’s directive, member Brown suggested the following recommendations:
• Should the City of Edina support further study of the possibility of passenger rail service in Edina?
o Yes, the line should be studied from the southern Edina border of I-494 to St. Louis Park and to
Target Field with stations at Cahill, Grandview and Excelsior Avenue in St. Louis Park. With the
assumption that Diesel Electric or DMU units are utilized on the track. Emphasis on sound noise
and rattle reduction technology should be placed. A commuter type schedule with sports and
entertainment flexibility should be part of any study.
• Should the city of Edina formally request the elimination of the so called “gag rule” concerning the Dan
Patch line?
o Yes and no – subdivision 2 & 4 should be removed so the Met Council and HCRA can help
Edina study the line. Subdivision 1 & 3 should remain in order to keep it a local transportation
line.
• Should the City of Edina dedicate staff and fiscal resources to developing a plan?
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o Yes, this will provide focus on the seven intersections along with noise reduction resources to
the neighborhood and prioritization of scheduling for Edina to be a major focus of the study.
The rail line also has the opportunity to support increased density throughout the City, thereby
supporting the overall property tax base.
Member Janovy said she did some research looking for policy support but found it to be fairly limited. She said
transit planning is regional which is why Edina’s Comp Plan doesn’t include it, and it’s important that everyone
was using the same definitions.
Member Janovy said at one point, the Dan Patch line was third in line after the Northstar line which is already
built. She said Dakota County conducted a study and said no to the Dan Patch line and then the gag rule was put
in place. She said the gag rule refers to commuter rail so the Met Council could study light rail but it is not
beneficial. She reviewed a map showing lines that are being planned or have been considered.
Continuing, member Janovy said Edina can conduct a study up to a certain point but would have to turn over
their study to the Met Council or MnDOT eventually. She suggested inviting staff from the Met Council or
MnDOT to an ETC meeting to explain Edina’s role in transit planning. She also suggested engaging the public
immediately since so many backyards backs up to the railroad.
Discussion
• It is clear the Council wants a dispassionate review and discussion;
• There are potential risks when you begin discussing a legislation because there are other points of view;
• Engage the community now and challenge their views whether they agree or not but be thoughtful about
how they are engaged;
• Use the upcoming work session with Council to get a better understanding of what their intentions are;
• Identify a lead person, timeline, and stakeholders;
• Review videos from past meetings when staff from MnDOT made a presentation to the ETC on
railroads;
• The presentation did not consider Edina’s density or current plans for the rail;
B. Edina To Go app Transportation Recommendations
Member Iyer made the following recommendations (listed in priority):
1. Need links to public transit options.
2. Need an interactive map with location based input; copy from 311 app (Minneapolis).
3. Should include “like” capability so identified issues can simply be added upon.
4. Need bike route planning from a to b.
5. Need walk route planning from a to b.
6. Construction on map/city projects on map (link to website is a good first step – thank you):
a. Start and end of projects
b. Identification of project owner (City vs others)
7. Monthly transportation messages.
8. Ability to sign up for alerts/traffic issues.
Member Iyer said the struggle will be to get people to use the app. After a brief discussion it was determined
that this Work Plan item was completed.
Draft Minutes☒
Approved Minutes☐
Approved Date:
3
C. 2016 Work Plan Updates
Member Miranda said he and member Olson met to discuss their Work Plan item, the Comp Plan Pedestrian
and Bicycle Plan, and there is a Bike Plan but no pedestrian plan. He asked for clarity on what they are to do.
Planner Nolan said there are portions of a Pedestrian Plan in the Comp Plan and the Living Streets Plan and they
need to be combined to make one Pedestrian Plan. Suggestions were to research other communities and
identify elements that could be used to create a robust Bike and Pedestrian Plan, and to identify a vision. Planner
Nolan said eventually he would like a working group to give input as staff gets closer to updating the Comp Plan
in 2017. He said the deadline for this item is end of 2016.
D. Rosland Park Pedestrian Bridge Study
Planner Nolan said the report is the culmination of the study conducted by students from the University of
Minnesota. He said a new bridge was recommended and the estimated cost is $2.3M. Planner Nolan said he
would be applying for grant funds from MnDOT for construction in 2020 or 2021.
Planner Nolan was asked if the condition of the existing bridge was in good condition and he said yes. An
observation was that the report did not identify who would benefit from the improvement. Using Safe Routes
To School statistics to show users were suggested. Relocating the bridge to West Shore Drive was suggested.
Planner Nolan was asked if residents would be engaged for feedback and he said yes, this would take place close
to the construction year if funding is approved. He said the deadline for submitting the application for funding is
in three weeks. Planner Nolan will check to see if installing the bridge in a different location would be
considered a scope change.
E. Draft 2017-2021 Capital Improvement Plan Transportation Projects
Planner Nolan handed out a draft 2017-2021 Capital Improvement Plan (CIP). He said all the projects on the list
will be directed by the engineering department but some projects will be funded by TIF or HRA. Chair LaForce
asked if the Grandview Study had received final approval because it is in the CIP and planner Nolan said no; he
said they are budgeting money in anticipation of its approval. Member Bass said bravo to the sidewalk segments;
she asked if a sidewalk could be constructed on W. 66th Street with the 2018 Normandale Park D neighborhood
roadway reconstruction project and planner Nolan said it could be evaluated. The CIP will be approved by City
Council in December.
F. Traffic Safety Report of June 1, 2016
A.1 & B.1 Residents may not understand the rationale for these items.
Motion was made by member Olson and seconded by member Bass to forward the June 1, 2016, Traffic Safety
Report to the City Council. All voted aye. Motion carried.
VII. Correspondence And Petitions
None.
VIII. Chair and Member Comments
A. June 21 Joint Work Session with City Council
Chair LaForce suggested that they use their time with the City Council to get clarification on: 1) Passenger Rail;
2) Circulator; and 3) Transportation Gaps; with an emphasis on understanding how much effort the Council
would like them to expend on each. Member Janovy added that she would like educated thoughts and not
opinions from the Council. Member Iyer said he would like to know how the Council makes sure projects
become part of their business practice instead of an afterthought.
Member Janovy asked about filling the traffic safety coordinator’s position and if it would be full time. Planner
Nolan said advertising should begin soon but that it would continue to be part time because it was not budgeted
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Approved Date:
4
for full time. Member Janovy asked about a speed tracker at the bottom of the hill at Grimes Avenue and
Planner Nolan said it was placed there by the police but he did not have any details on the placement. She
suggested they move it to Weber Park.
Member Brown said he will be absent from the August meeting.
Member Iyer said it appears sidewalks are an afterthought to reconstruction projects and they’ve lost track of
criteria and weight for prioritizing and constructing them as stand-alone projects. Planner Nolan said criteria and
weight were used in selecting the sidewalks that are on the Sidewalk Map and staff is trying to be good stewards
with the funds. Member Iyer suggested creating a matrix showing criteria and weight for decision-making for
sidewalks that can be shared with residents.
IX. Staff Comments
• The 2016 projects are progressing on schedule.
• 2016 sidewalk projects: Cornelia Drive will begin construction Jul. 5; Vernon Avenue will begin
construction the last week in June; Xerxes Avenue will be awarded next week.
• Project maps for 2017 neighborhood reconstruction were handed out for review and feedback at the
next meeting.
• 2018 Comp Plan Update (and the 2008 Transportation Chapter) was handed out for review and
feedback.
• Blake Road will close for five weeks for a Centerpoint project.
• Bridge beams are going up over TH-100 for the Nine Mile Creek Trail.
• Open Streets is scheduled for Sept. 25, 1-5 p.m.; the ETC can sign up online for a booth.
X. Calendar of Events
A. Schedule of Meeting and Events as of June 16, 2016
XI. Adjournment at 8:25 p.m.
J F M A M J J A S O N D
SM WS
# of
Mtgs
Attendance
%
Meetings/Work Sessions 1 1 1 1 1 1 1 7
NAME TERM
(Date) 6/21
Bass, Katherine 3/1/2017 1 1 1 1 1 1 6 86%
Boettge, Emily 3/1/2017 1 1 1 1 1 1 6 86%
Brown, Andy 3/1/2019 1 1 1 1 1 5 100%
Iyer, Surya 3/1/2018 1 1 1 1 1 1 6 86%
LaForce, Tom 3/1/2018 1 1 1 1 1 1 1 7 100%
Loeffelholz, Ralf 3/1/2018 1 1 1 1 1 5 71%
Janovy, Jennifer 3/1/2017 1 1 1 1 1 1 1 7 100%
Miranda, Lou 3/1/2019 1 1 1 1 1 5 100%
Olson, Larry 3/1/2017 1 1 1 1 1 1 1 7 100%
Ding, Emily (student) 9/1/2016 1 1 2 29%
Ruehl, Lindsey (student) 9/1/2016 1 1 1 1 4 57%
TRANSPORTATION COMMISSION ATTENDANCE
Date: July 21, 2016 Agenda Item #: V.A.
To:Trans portation Co mmis s io n Item Type:
Other
From:Mark K. Nolan, AICP, Trans p o rtation P lanner
Item Activity:
Subject:So uthdale Area Transportation Study Disc ussio n
CITY OF EDINA
4801 West 50th Street
Edina, MN 55424
www.edinamn.gov
ACTION REQUESTED:
No action is required.
INTRODUCTION:
In September 2015 the City hired WSB to prepare a Southdale Area Model Update and Transportation Study.
T he attached document is the final draft report, which incorporates comments made by the ET C and also
additional analysis and recommendations regarding pedestrian and cyclist infrastructure.
Staff from WSB will give a brief presentation and will solicit input from the ET C on this Study.
ATTACHMENTS:
Description
Southdale Area Trans portation Study Report
SOUTHDALE AREA TRANSPORTATION STUDY
CITY OF EDINA
WSB PROJECT NO. 1686-670
Southdale Area
Transportation Study
For:
City of Edina
4801 W. 50th Street
Edina, MN 55024
July 13, 2016
Prepared By:
WSB & Associates, Inc.
701 Xenia Avenue South
Minneapolis, MN 55416
SOUTHDALE AREA TRANSPORTATION STUDY 07/13/2016
CITY OF EDINA
WSB PROJECT NO. 1686-670 PAGE 2
CERTIFICATION
I hereby certify that this plan, specification or report was
prepared by me or under my direct supervision and that I am a
duly registered professional engineer under the laws of the
State of Minnesota.
Charles T. Rickart, P.E.
Date: July 13, 2016 Reg. No. 26082
SOUTHDALE AREA TRANSPORTATION STUDY 07/13/2016
CITY OF EDINA
WSB PROJECT NO. 1686-670 PAGE 3
TABLE OF CONTENTS
CERTIFICATION ...................................................................................................................................................... 2
TABLE OF CONTENTS ........................................................................................................................................... 3
LIST of FIGURES / TABLES .................................................................................................................................. 3
INTRODUCTION / BACKGROUND ..................................................................................................................... 4
EXISTING CONDITIONS ........................................................................................................................................ 6
FORECASTED 2040 CONDITIONS .................................................................................................................. 11
PEDESTRIAN NETWORK ANALYSIS .............................................................................................................. 23
CONCLUSIONS / RECOMMENDATIONS ........................................................................................................ 33
LIST of FIGURES / TABLES
Figure 1 – Study Area Intersections ................................................................................................. 5
Figure 2 – Existing Average Daily Traffic Volumes ..................................................................... 7
Figure 3 – Level of Service Ranges ................................................................................................... 8
Figure 4 – Existing Level of Service ............................................................................................... 10
Figure 5 – TAZ Trip Increase Assumptions ................................................................................ 12
Figure 6 – Transit Mode Share Assumptions ............................................................................. 14
Figure 7 – 2040 Base Condition ADT ............................................................................................ 15
Figure 8 – Base ADT Percentage Change ..................................................................................... 16
Figure 9 – 2040 High Density Scenario ADT .............................................................................. 17
Figure 10 – High Density Scenario ADT Percentage Change ................................................ 18
Figure 11 – 2040 Base Condition Level of Service ................................................................... 19
Figure 12 – 2040 High Density Scenario Level of Service ..................................................... 21
Figure 13 – 2040 High Density Scenario LOS by Movement ................................................. 22
Figure 14 – Existing Comprehensive Plan Sidewalk System ................................................ 24
Figure 15 – Existing Comprehensive Plan Bicycle System .................................................... 25
Figure 16 – Existing Pedestrian and Bicycle Generators ...................................................... 31
Figure 17 – Future Pedestrian and Bicycle Generators ......................................................... 32
Table 1 – Population and Households Assumptions............................................................... 11
Table 2 – Changes in Number of Trips ......................................................................................... 11
SOUTHDALE AREA TRANSPORTATION STUDY 07/13/2016
CITY OF EDINA
WSB PROJECT NO. 1686-670 PAGE 4
INTRODUCTION / BACKGROUND
In 2008 WSB assisted the City in the development of a traffic model using the
Synchro/SimTraffic modeling software for the Southeast area (Southdale) of the City. The
study area was bounded by TH 62 (Crosstown) on the north, the Richfield/Edina border on
the east, the Bloomington/Edina border on the south and TH 100 on the west. The model
included 40 signalized intersections, 20 un-signalized intersections, and three
roundabouts.
The purpose in developing the model was to provide a consistent baseline for traffic
analysis and to provide continuously updated results to help gauge the compound effect of
multiple developments in the Southdale area. Since the model was completed, it has been
used by several developers and the City in reviewing the area traffic impacts of proposed
development. Although, the model has been continually updated with traffic characteristics
from approved developments the original traffic conditions were based on 2007 traffic
counts. It is now in need of updating and recalibration with new traffic counts.
Also in 2008 WSB assisted the City in preparation of the Transportation Plan in conjunction
with the Comprehensive Plan update. As part of the Transportation Plan a city wide
transportation planning model was developed for the existing and future land use
projections. Sense the preparation of the land use projections in the Transportation Plan
density changes have occurred in the Southdale area. In addition questions of the
appropriate density have been asked for the area specifically on the west side of France
Avenue.
In March of 2015 the City Council appointed a working group that developed the Working
Principles for the France Avenue Southdale Area. These principals will serve as a tool to
guide the development process for the whole Southdale area, and demonstrate methods
that might be used during the Comprehensive Plan update in 2018. In order to provide data
to assist in moving this process to the next stages, development of transportation forecasts
should be completed.
The purpose of this Study is to:
1. Update the existing Synchro/SimTraffic traffic model in the Southdale area,
Including expanding the study area to north of TH 62 to W. 60th Street;
2. Updating the CUBE transportation planning Regional Travel Demand model for the
entire City, and;
3. Preparation of a transportation analysis for two land use density scenarios for the
Southdale area.
4. Review and analysis of pedestrian/bicycle connections and conflicts in the
Southdale area in relation to the local/regional system.
Figure 1 shows the study area and intersections included with the analysis.
The following sections of this memorandum provide an update on the data collection and
preliminary study results.
SOUTHDALE AREA TRANSPORTATION STUDY 07/13/2016
CITY OF EDINA
WSB PROJECT NO. 1686-670 PAGE 5
Figure 1: Study Area Intersections
SOUTHDALE AREA TRANSPORTATION STUDY 07/13/2016
CITY OF EDINA
WSB PROJECT NO. 1686-670 PAGE 6
EXISTING CONDITIONS
WSB collected traffic counts at 20 intersections and 20 roadway segments in the study
area. These counts together with traffic counts provided by Hennepin County and the City
of Edina were used to update the Synchro/SimTraffic models.
Traffic signal timing information was updated based on information provided by Hennepin
County. Lane geometry, new intersections, changes of intersection control and other
information like speed limits were updated based on field visit to all the study
intersections. Figure 2 shows the existing Average Daily Traffic volumes on the adjacent
roadways.
Traffic Analysis Methodology
The traffic operations analysis is derived from established methodologies documented in
the Highway Capacity Manual 2000 (HCM). The HCM provides a series of analysis
techniques that are used to evaluate traffic operations.
Intersections are given a Level of Service (LOS) grade from “A” to “F” to describe the
average amount of control delay per vehicle as defined in the HCM. The LOS is primarily a
function of peak traffic hour turning movement volumes, intersection lane configuration,
and the traffic controls at the intersection. LOS A is the best traffic operating condition, and
drivers experience minimal delay at an intersection operating at that level. LOS E
represents the condition where the intersection is at capacity, and some drivers may have
to wait through more than one green phase to make it through an intersection controlled
by traffic signals. LOS F represents a condition where there is more traffic than can be
handled by the intersection, and many vehicle operators may have to wait through more
than one green phase to make it through the intersection. At a stop sign-controlled
intersection, LOS F would be characterized by exceptionally long vehicle queues on each
approach at an all-way stop, or long queues and/or great difficulty in finding an acceptable
gap for drivers on the minor legs at a through-street intersection.
The LOS ranges for both signalized and un-signalized intersections are shown in Figure 3.
The threshold LOS values for un-signalized intersections are slightly less than for
signalized intersections. This variance was instituted because drivers’ expectations at
intersections differ with the type of traffic control. A given LOS can be altered by increasing
(or decreasing) the number of lanes, changing traffic control arrangements, adjusting the
timing at signalized intersections, or other lesser geometric improvements. LOS also
changes as traffic volumes increase or decrease.
LOS, as described, can also be determined for the individual legs (sometimes referred to as
“approaches”) or lanes (turn lanes in particular) of an intersection. It should be noted that a
LOS E or F might be acceptable or justified in those cases where a leg(s) or lane(s) has a
very low traffic volume as compared to the volume on the other legs. For example,
improving LOS on such low-volume legs by converting a two-way stop condition to an all-
way stop, or adjusting timing at a signalized intersection, could result in a significant
penalty for the many drivers on the major road while benefiting the few on the minor road.
Also, geometric improvements on minor legs, such as additional lanes or longer turn lanes,
could have limited positive effects and might be prohibitive in terms of benefit to cost.
SOUTHDALE AREA TRANSPORTATION STUDY 07/13/2016
CITY OF EDINA
WSB PROJECT NO. 1686-670 PAGE 7
Figure 2: Existing Average Daily Traffic Volumes
SOUTHDALE AREA TRANSPORTATION STUDY 07/13/2016
CITY OF EDINA
WSB PROJECT NO. 1686-670 PAGE 8
Figure 3 - Level of Service Ranges for Signalized and Un-signalized Intersections
Although LOS A represents the best possible level of traffic flow, the cost to construct
roadways and intersection to such a high standard often exceeds the benefit to the user.
Funding availability might also lead to acceptance of intersection or roadway designs with
a lower LOS. An overall LOS D is generally accepted as the lowest acceptable level in urban
areas. LOS C is often considered to be the desirable minimum level for rural areas. LOS D or
E may be acceptable for limited durations or distances, or for very low-volume legs of some
intersections.
The LOS analysis was performed using Synchro/SimTraffic:
Synchro, a software package that implements Highway Capacity Manual (HCM)
methodologies, was used to build each signalized intersection and provide an input
database for turning-movement volumes, lane geometrics, and signal design and
timing characteristics. In addition, Synchro was used to optimize signal timing
parameters for future conditions. Output from Synchro is transferred to SimTraffic,
the traffic simulation model.
SimTraffic is a micro-simulation computer modeling software that simulates each
individual vehicle’s characteristics and driver behavior in response to traffic
volumes, intersection configuration, and signal operations. The model simulates
drivers’ behaviors and responses to surrounding traffic flow as well as different
vehicle types and speeds. It outputs estimated vehicle delay and queue lengths at
each intersection being analyzed.
80
55
35
20
10
LOS A
LOS B
LOS C
LOS D
LOS E
LOS F
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LOS B
LOS C
LOS D
LOS E
LOS F
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15
Signalized Intersection Unsignalized Intersection
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SOURCE: Level of Service thresholds from the Highway Capacity Manual, 2000.
SOUTHDALE AREA TRANSPORTATION STUDY 07/13/2016
CITY OF EDINA
WSB PROJECT NO. 1686-670 PAGE 9
Existing Conditions Analysis
The turning movement counts obtained from the field counts were input into the
Synchro/SimTraffic model using the existing roadway geometrics and intersection control.
The SimTraffic model was then run for five replications. The output from the five
simulations was then averaged.
It should be noted that Roundabouts and Stop Controlled intersections are classified as un-
signalized intersections and have different delay thresholds than signalized intersections
according to the Highway Capacity Manual (HCM).
The result of the analysis indicates that in general most intersections are operating at an
acceptable overall Level of Service (LOS) D or better, with the expectation of:
1. York Avenue at W. 78th Street = LOS F
2. France Avenue at TH 62 North Ramp = LOS E
3. France Avenue at W. 76th Street = LOS E
Figure 4 shows the existing Level of Service (LOS) at each of the study area intersections.
SOUTHDALE AREA TRANSPORTATION STUDY 07/13/2016
CITY OF EDINA
WSB PROJECT NO. 1686-670 PAGE 10
Figure 4: Existing Level of Service
SOUTHDALE AREA TRANSPORTATION STUDY 07/13/2016
CITY OF EDINA
WSB PROJECT NO. 1686-670 PAGE 11
FORECASTED 2040 CONDITIONS
The regional Travel Demand Model developed by Metropolitan Council and used for the
City’s current (2008) Transportation Plan, was utilized to obtain base 2040 forecasts for
traffic growth in the area. The models were updated with projected traffic and the
forecasted 2040 level of service was determined at the study area intersections.
Subsequently, an alternative analysis was conducted with updated information on
development density in the City’s Transportation Analysis Zones (TAZs) in the Southdale
area. The regional Travel Demand Model was rerun with the higher density conditions and
traffic growth rates were estimated for the year 2040 with the higher density
developments in place. Using the growth rates obtained from this alternative, the
Synchro/SimTraffic model was updated to reflect higher traffic forecasts and the Level of
Service under this scenario. Areas of concern were highlighted.
Proposed Development Density Scenario’s
In order to understand the impacts of increasing the density of development in the
Southdale Area, an alternative was analyzed which involved increasing the development
density in future leading to higher number of trips. Table 1 below shows the assumptions
used in this alternative. The increased density was assumed to be in form of number of
households
Table 1: Population and Households Assumptions
TAZ
2040
Population -
Base Scenario
2040 Number of
Households -
Base Scenario
Comp Plan
Average
Density
(Units/Acre)
High Density
Assumption
(Units/Acre)
Increase
Factor
2040
Population -
High
Density
Scenario
2040 Number
Of
Households -
High Density
Scenario
512 2170 1130 21.00 50.00 2.4 5167 2690
513 5060 2610 19.75 48.00 2.4 12298 6343
514 280 130 43.50 100.00 2.3 644 299
515 3110 1550 33.50 65.00 1.9 6034 3007
517 1560 680 22.80 50.00 2.2 3421 1491
518 6470 2910 9.55 14.25 1.5 9654 4342
519 1930 880 10.35 13.25 1.3 2471 1127
Total 20580 9890 39689 19299N/A
These assumptions correspond to trip generation numbers from each zone as shown in
Table 2 below.
Table 2: Change in Number of Trips
Productions Attractions Total Productions Attractions Total
Absolute
Change
Percent
Change
512 11340 18641 29981 20810 24249 45059 15078 50%
513 25413 32107 57520 47950 45611 93561 36041 63%
514 9836 23915 33751 11116 24632 35749 1998 6%
515 14735 19284 34019 24425 24633 49059 15040 44%
517 15669 40355 56024 22234 43488 65722 9698 17%
518 25110 19261 44371 36392 24980 61372 17001 38%
519 9106 11176 20282 11053 12177 23230 2948 15%
2040 Base Scenario 2040 High Density Scenario Total Change
TAZ
SOUTHDALE AREA TRANSPORTATION STUDY 07/13/2016
CITY OF EDINA
WSB PROJECT NO. 1686-670 PAGE 12
Figure 5 shows the increase in households and population along with resulting trip
increases from each Transportation Analysis Zone (TAZ).
Figure 5: TAZ Trip Increase Assumptions
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Transit Model Assumptions
Transit is a key component to the transportation system in the Southdale area. In 2014
Metro Transit opened the Southdale Transit Center and Park & Ride facility. The Transit
Center is located southwest of the York Avenue and 66th Street intersection, on the east
side of Southdale Center near the entrance to JC Penney. The site includes 70 surface Park
& Ride parking spaces, with overflow parking for additional vehicles east of the Southdale
Center ring road.
Transit service is provided to the Southdale Center from 8 primary routes including:
Route 6 - to Minneapolis (urban local)
Route 515 - to Bloomington, 66th Street Richfield, METRO Blue Line (VA
Medical Center, Mall of America)
Route 537 - to Bloomington, Normandale College
Route 538 - to south Bloomington, METRO Blue Line (Mall of America)
Route 578 - to Minneapolis (express)
Route 579 - to U of M (express)
Route 684 - to Minneapolis, Eden Praire, Chanhassen and Chaska (SouthWest
Transit)
Route 694 - to Eden Praire, Chaska, Normandale College,
Richfield (Southwest Transit)
The Metropolitan Council regional Travel Demand Model assumes a Transit mode share for
the area when determining the future traffic projection. This percentage for the study area
was 3.5% on the average. The transit mode percentage varies by TAZ and the value for each
TAZ is shown in Figure 6.
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Figure 6: Transit Mode Share Assumptions
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Figure 7 shows the Average Daily Traffic (ADT) as forecasted by the regional Travel
Demand Model for the year 2040 base condition.
Figure 7: 2040 Base Conditions ADT
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Figure 8 shows the percentage change in ADT as forecasted by the regional Travel Demand
Model between the base model year (2010) and the year 2040.
Figure 8: Base Condition ADT Percentage Change
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Figure 9 shows the forecasted 2040 ADT for the high density scenario.
Figure 9: 2040 High Density Scenario ADT
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Figure 10 shows the percentage change in ADT for the increased density scenario from
year 2040 and the base model year (2010).
Figure 10: High Density Scenario ADT Percentage Change
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WSB PROJECT NO. 1686-670 PAGE 19
The turning movement volumes for the PM peak hour in 2040 were estimated based on the
ADT growth percentages derived from the model for various links. The turning movements
were then simulated in the Synchro/SimTraffic network. Figure 11 shows the 2040 Level
of Service assuming growth levels consistent with the 2040 regional Travel Demand model.
Figure 11: 2040 Base Condition Level of Service
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Projected 2040 Conditions Analysis
The turning movement volumes for the PM peak hour were adjusted from the base
condition based on the ADT growth percentages derived from the high density scenario
model. Figure 12 shows the Level of Service at the study intersections in the High Density
Scenario assuming no significant improvements to the intersections from current
conditions. The results indicate that in general most intersections with either the 2040
Base conditions or 2040 High Density conditions would continue to operate at an overall
Level of Service (LOS) D or better, with the expectation of:
2040 Base Condition:
1. York Avenue at W. 78th Street = LOS F
2. Minnesota Drive at Edinborough Way = LOS F
3. France Avenue at TH 62 North Ramp = LOS E
4. France Avenue at W. 76th Street = LOS E
5. Hazelton Road at Target Access = LOS E
2040 High Density Condition:
1. York Avenue at W. 78th Street = LOS F
2. Minnesota Drive at Edinborough Way = LOS F
3. York Avenue at Parklawn Avenue = LOS F
4. France Avenue at TH 62 North Ramp = LOS E
5. Xerxes Avenue at TH 62 North Ramp = LOS E
6. France Avenue at Parklawn Avenue = LOS E
7. France Avenue at W. 76th Street = LOS E
8. Hazelton Road at Target Access = LOS E
9. France Avenue at Minnesota Drive = LOS E
It should be noted that at some intersections which are not operating at an overall LOS E or
F, may still be individual movements that are at LOS E or F. Figure 13 shows individual
movements that are at LOS E or F at the study intersections.
In addition to the intersections listed above, as development continues to occur in the
Southdale area particular attention should be given to the following intersections as part of
any traffic analysis prepared, which could be operating at LOS F:
1. France Avenue at W. 66th Street – Westbound approach
2. France Avenue at W. 65th Street – Southbound left turn
3. France Avenue at W. 69th Street – Westbound approach, Southbound left turn
4. France Avenue at W. 70th Street – Westbound left turn
5. France Avenue at Hazelton Road – Westbound approach, Northbound and
Southbound left turns
6. France Avenue at Gallagher Drive – Westbound approach, Eastbound left turn
7. Valley View Road at W. 69th Street – Southbound approach
8. Minnesota Drive at W. 77th Street – Southbound left turn
9. York Avenue at W. 69th Street – Westbound approach
10. York Avenue at Hazelton Road – Westbound approach, Northbound left turn
11. Edinborough Way at W. 76th Street – Northbound approach
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Figure 12: 2040 High Density Scenario Level of Service
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Figure 13: 2040 High Density Scenario LOS By Movement
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PEDESTRIAN NETWORK ANALYSIS
The purpose of the pedestrian and bicycle analysis was to highlight existing and potential
future pedestrian and bicycle trip generation and needs in the Southdale area. The analysis
is separated into five sections. The first section provides documentation of the existing
pedestrian and bicycle system in the Southdale Area; the second provides background
considerations about pedestrian and bicycle trip generation; the third section describes
existing pedestrian and bicycle trip generators; the fourth section identified potential
pedestrian and bicycle trip generators based on planned development in the Southdale
area, and; the fifth section includes general conclusions for walking and bicycling in the
Southdale area.
Existing Pedestrian/Bicycle System
There are some existing pedestrian and bicycle facilities in place in the Southdale area. The
existing and planned sidewalk and bicycle networks are shown in Figures 14 & 15. There
are sidewalks in place on many of the streets in the commercial and higher-density
residential areas of the study area, including France Avenue, W. 66th Street, W. 70th Street,
and York Avenue. In most cases, there are sidewalks along both sides of these roadways.
While there are sidewalks in place along many of the busier streets in the study area, there
are some challenges for pedestrians. In some locations there are narrow sidewalks at the
back of the curb. Many pedestrians feel uncomfortable walking close to busy roadways, and
it can be a challenge to keep back-of-curb sidewalks clear of snow and ice in the winter.
Additionally, it can be uncomfortable for pedestrians to cross four- and six-lane roadways
within the study area. Crossing distances can be long due to the number of through and
turn lanes. The City of Edina has begun to address these challenges in some locations,
including France Avenue. The sidewalks and intersections along France Avenue have
recently been upgraded to provide a more comfortable pedestrian experience for people
walking along and across France Avenue. There is a very limited sidewalk network in the
residential areas west of France Avenue, and within large commercial developments such
as Southdale Center.
There is a limited bicycle network in place within the study area. The Edina Promenade is
an off-street shared use path that extends from W. 70th Street through Centennial Lakes
Park. There is also an off-street path along Parklawn Avenue. There are bike lanes and
shared lane markings in place along W. 70th Street west of France Avenue. Cornelia Drive
is also a bicycle boulevard.
The lack of dedicated bicycle facilities creates challenges for people bicycling within the
study area. West of France Avenue, many of the low-volume local streets are comfortable
for bicycling without dedicated bicycle facilities. However, the street grid is interrupted in
this area and many of the low-traffic local streets do not provide direct connections. There
are very few bicycle facilities within the commercial and high-density residential areas in
the eastern half of the study area.
The street network in this area is not conducive to on-street bicycling without dedicated
bicycle facilities. Many of the streets in this area are high-volume, multilane roadways.
Most people do not feel comfortable sharing a lane with motorists under these conditions.
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Figure 14 – Existing Comprehensive Plan Sidewalk System
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Figure 15 – Existing Comprehensive Plan Bicycle System
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Pedestrian and Bicycle Trip Generation Background
Unlike motor vehicle trip generation, there are not established methods for estimating
bicycle and pedestrian trip generation. Rates of walking and bicycling vary throughout the
U.S. and even within the same metro area. For that reason, it is not possible to make clear
forecasts of pedestrian and bicycle trip generation. Specific land uses cannot be considered
in isolation. There are number of factors that influence rates of pedestrian and bicycle trip
generation, including:
Residential proximity to retail/office land uses: Walking and bicycle use are
typically higher in mixed-use areas or areas where residential land uses are in close
proximity to retail/office land use. Retail, office, and recreational land uses tend to
attract the most bicycle and pedestrian trips.
Residential density: Areas with higher density residential land use tend to see
more walking and bicycling than lower density areas.
Scale of land use and building design: People tend to prefer to walk and bike in
areas where the land use and building design are at a pedestrian scale, including
smaller building footprint, active uses on ground floors, visually interesting
buildings, and concealed parking.
Road network: Small block sizes and narrow streets are associated with more
pedestrian and bicycle activity. In areas with large blocks and large-scale
development, people often have to walk or bike out of their way to reach their
destination. Wide streets tend to be difficult for people to cross on foot or bike.
Pedestrian and bicycle network: People tend to walk and bicycle more in areas
with continuous and comfortable pedestrian and bicycle facilities. Areas with higher
quality facilities (wide sidewalks with separation from the roadway and/or
physically separated bicycle facilities) often see more pedestrian and bicycle use.
Transit network: People tend to walk and bike more in areas with frequent public
transit service.
Ease or difficulty of vehicle use in an area: Areas with traffic congestion, lack of
parking, and/or parking fees tend to generate more bicycle and pedestrian trips as
vehicle trips can be more costly or frustrating.
There are certainly other factors that influence rates of walking and bicycling in an area.
Weather, personal preference, access to a personal vehicle (or lack thereof), income,
physical ability, and other factors influence whether people walk or bike to a destination.
However, the factors listed above are those that a city has the strongest potential to
influence. With this information in mind, the sections below identify assumed pedestrian
and bicycle generators based on current and future land uses.
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Existing Pedestrian and Bicycle Trip Generators
Commercial retail and office development has been in place for a long time in the Southdale
area. However, there is limited bicycling and walking in the area due to auto-oriented
development, large block sizes, wide roadways with high traffic volumes, gaps in
pedestrian and bicycle network, and separation between commercial and residential land
uses. The sections below describe different types of pedestrian and bicycle trip generators
in the study area. Many of these destinations may not attract significant bicycle and
pedestrian traffic today; however, they have the potential to be generators as residential
density increases and new pedestrian/bicycle infrastructure is constructed.
Office Land Uses: Within suburban contexts, office land uses are less of a pedestrian
generator than other commercial land uses. Most people do not live within walking
distance of their workplace, medical provider, or other professional services. Office land
uses tend to attract some bicycle trips due to people bicycling to work. Office land uses are
situated in the following locations:
Medical offices north of W. 66th Street (Fairview Southdale Hospital, Southdale
Medical Center, Twin Cities Orthopedics, and others)
Offices north of W. 66th Street between France and York Avenues
Offices along the west side of France Avenue
Offices located along W. 77th Street
Centennial Lakes office buildings
It is assumed that offices located in the study area do not attract significant pedestrian
traffic at this time. However, this could change as additional high density housing units are
constructed in the study area. It is possible some people will move to the area to be close to
their workplace. It is also assumed that there are low rates of bicycle transportation to
offices in the study area, mostly due to lack of bicycle infrastructure in the study area and
surrounding neighborhoods.
Retail Land Uses: Retail land uses tend to attract more pedestrians and bicyclists than
other land uses, provided that housing is located within close proximity to retail land uses.
People tend to visit retailers close to their home or workplace, unless they have needs for
specialty goods or are visiting destination retail areas. The Southdale area is a regional
retail destination. It is expected that most people drive to Southdale retail if they live
outside of the study area; however, some people shopping in the area prefer to walk
between retail destinations once they reach the Southdale area. The diversity of retail land
uses in the study area mean that most nearby residents should be able to meet their retail
needs within the study area. Retail pedestrian/bicycle generators include the following:
Southdale Center
Galleria
Southdale Square (York Avenue and W. 66th Street)
Retail uses along France Avenue
Retail uses along York Avenue
Retail uses along Hazelton Street
Limited retail/banks north of W. 66th Street
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As with office land uses, it is assumed that retail in the study area does not currently attract
significant pedestrian and bicycle traffic. However, existing retail will likely draw
additional pedestrian and bicycle traffic as residential density increases.
Hotel Land Uses: There is currently one hotel in the study area. The Westin Edina Galleria
is located at York Avenue and W. 69th Street, in close proximity to both the Galleria and
Southdale Center. It is expected that the hotel generates more pedestrian traffic than other
land uses, given its close proximity to retail and restaurants in the area. Hotel guests are
more likely to walk to their destinations as some might not have access to a vehicle during
their stay. The Westin is unlikely to be a significant bicycle trip generator as most guests do
not have access to bicycles during their stay; however, there may be some bicycle use
among employees of the hotel.
Transportation Land Uses: The Southdale Transit Center is located on the east side of
Southdale Center, near York Avenue. It serves several local and express buses. The transit
center is expected to be a more significant pedestrian and bicycle trip generator, as most
people access transit by walking and bicycling.
Recreational, Worship, and Institutional Land Use: There are several recreational,
worship, and institutional land uses within the study area. Several of these are expected to
generate more bicycle and pedestrian trips than other destinations in the study area,
particularly parks and schools. These destinations include:
Lake Cornelia/Edina Aquatic Center
Arneson Acres Park
Lake Edina Park
Centennial Lakes
Edina Art Center
Southdale YMCA
Southdale Library and County Service Center
Cornelia Elementary School
Christ Presbyterian Church – W. 70th Street and TH 100
Residential Land Uses: Residential land uses are currently located along the edges of the
study area. Single family residential is generally located west of Valley View Road/France
Avenue and east of Xerxes Avenue. High density residential (apartments, condos, and
townhomes) are located north of W. 66th Street, west of France Avenue, south of Hazelton
Road, and along both sides of York Avenue south of Hazelton Road.
It is expected that high density housing generates a greater share of pedestrian and bicycle
trips in the area. This is assumed in part because high density housing is located closer to
retail, office, and transit than single family residential areas. Single family residential land
uses are likely to generate more pedestrian and bicycle trips to the recreational and school
land uses in the study area, as those destinations are located closer to single family
residential.
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New high density housing has been constructed at York Avenue and W. 69th Street (One
Southdale Place). It is assumed that this housing generates more pedestrian trips than
other residential land uses in the study area, given its close proximity to retail and
restaurant destinations in Southdale Center, the Galleria, and along the east side of York
Avenue.
Potential Future Pedestrian and Bicycle Trip Generators
Pedestrian and bicycle use is expected to grow in conjunction with anticipated
development in the Southdale area. As part of the city’s land use plan, the city is
considering an increased density scenario that would plan for 100-150 units per acre
within the area bounded by TH 62, Xerxes Avenue, France Avenue, and W. 77th Street. This
area is dominated by retail and office land uses at this time. As residential density grows in
this area, there will be more people living within a short walk or bike ride of retail and
office destinations. As a result, it is assumed that more people will walk and bicycle for
transportation. The increased density scenario is already coming to fruition. The sections
below describe private development that is planned within the study area and expected to
be constructed over the next one to two years.
New development in is also an opportunity to influence walking and bicycling behavior in
the area. Given the proximity of new residential to commercial land uses, there is a lot of
potential for pedestrian and bicycle transportation. The city can work with developers to
integrate new or enhanced walking and bicycling routes into or adjacent to developments.
The city can also encourage pedestrian-scale development including as active uses on
ground floors, windows, and entrances that are oriented towards the sidewalk (rather than
towards parking).
Residential development: Within the study area, over 1,400 units of high density
residential housing are in some stage of the development process. These developments are
generally located much closer to existing commercial development and are therefore
expected to generate more pedestrian and bicycle trips as compared to existing residential
land uses. Planned residential developments include:
Gateway Pointe (York Avenue and W. 66th Street) – 210 apartment units
6725 York (Wicks site) – 242 apartment units
7200 France – 160 apartment units
Aurora on France (6500 France) – 188 senior/transitional housing units
Byerly’s/Think Bank development – 234 units
Continental Gardens (York Avenue) -100 senior housing units
Titus/Eberhardt development (W. 66th Street and Xerxes Avenue) – 275 units
Beacon Housing – 39 units for homeless young adults
Retail/restaurant development: At this time, there is less commercial development
planned than residential development. Several of the residential developments listed above
will be mixed-use and will include restaurant and/or retail spaces. The only stand-alone
commercial development planned at this time is the Bank of America redevelopment at
France Avenue and W. 69th Street. New commercial development is expected to attract
pedestrian and bicycle traffic.
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WSB PROJECT NO. 1686-670 PAGE 30
In addition, the existing commercial land uses are expected to generate additional
pedestrian and bicycle trips as residential development occurs in close proximity to
existing retail and restaurant land uses. It is also possible that residents of the new units
(particularly apartment units, as people renting typically have more flexibility in housing
location than people who own their homes) will move to the area to be closer to jobs in
area retail and restaurants. These residents will be more likely to walk and bike to their
work due to the close proximity.
Hotel development: The Southdale Hotel is currently in the development process, to be
constructed at the southwest corner of York Avenue and W. 66th Street. Given the hotel’s
proximity to Southdale Center and Southdale Square, it is expected that this development
would generate pedestrian trips. As discussed above, the hotel is unlikely to be a strong
generator of bicycle trips.
Office/medical development: Fairview Southdale is expanding its Emergency Room.
Southdale Medical Center is also pursuing an expansion. It is unlikely that these
developments would have an impact on pedestrian and bicycle trip generation in the area.
Pedestrian and Bicycle Analysis Conclusion
Currently, the greatest pedestrian and bicycle trip generators in the area are the
commercial areas located in the core of the study area (bounded by W. 66th Street, York
Avenue, Hazelton Road, and France Avenue), the Southdale Transit Center, and existing
high density housing. However, pedestrian and bicycle use in the area is currently low due
for several reasons. Current development patterns are auto-oriented, with parking fronting
the street in most cases and large block sizes that add travel time for people walking and
bicycling.
Transportation infrastructure is also a barrier, as there are wide roadways and
intersections with fast-moving vehicles, gaps in the pedestrian network, and a lack of
bicycle facilities. Additionally, most residential land use is separated from commercial land
uses, which means that people need to cover greater distances if they wish to walk or bike
from their home to retail/office destinations.
Increased residential density in the study area is expected to increase pedestrian and
bicycle trips. The greatest future generators are the planned residential development in the
core of the study area. As the study area shifts to a mixed-use development pattern, the
shorter distances between residential and commercial land uses will make it easier for
residents to walk and bike for transportation within the study area. It is expected that
future residential and existing retail land uses will generate more pedestrian and bicycle
trips than today. Hotel development will also generate additional pedestrian and bicycle
trips.
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WSB PROJECT NO. 1686-670 PAGE 31
Figure 16 – Existing Pedestrian and Bicycle Generators
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WSB PROJECT NO. 1686-670 PAGE 32
Figure 17 – Future Pedestrian and Bicycle Generators
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WSB PROJECT NO. 1686-670 PAGE 33
CONCLUSIONS / RECOMMENDATIONS
Based on the analysis and modeling for both the 2040 base scenario and 2040 high density
scenario, issues with some intersections and/or movements will exist if improvements are
not made to the transportation system.
As development is proposed in the Southdale Area detailed analysis of adjacent
intersections should be conducted to document the need for specific improvements at the
critical intersections. These intersections at a minimum would include:
2040 Base Conditions Scenario
1. France Avenue at TH 62 Ramps
2. France Avenue at W. 65th Street
3. France Avenue at W. 66th Street
4. France Avenue at W. 69th Street
5. France Avenue at W. 70th Street
6. France Avenue at W. 76th Street
7. France Avenue at Minnesota Drive
8. York Avenue at W. 69th Street
9. York Avenue at Parklawn Avenue
10. York Avenue at W. 78th Street
11. Hazelton Road at Target Access
12. Minnesota Dr at Edinborough Way
2040 High Density Scenario
1. France Avenue at TH 62 Ramps
2. France Avenue at W. 65th Street
3. France Avenue at W. 66th Street
4. France Avenue at W. 69th Street
5. France Avenue at W. 70th Street
6. France Avenue at Hazelton Road
7. France Avenue at Gallagher Drive
8. France Avenue at Parklawn Ave
9. France Avenue at W. 76th Street
10. France Avenue at Minnesota Drive
11. Xerxes Ave at TH 62 North Ramp
12. York Avenue at W. 69th Street
13. York Avenue at Hazelton Road
14. York Avenue at Parklawn Avenue
15. York Avenue at W. 78th Street
16. Valley View Road at W. 69th Street
17. Hazelton Road at Target Access
18. Edinborough Way at W. 76th Street
19. Minnesota Dr at Edinborough Way
20. Minnesota Drive at W. 77th Street
Most of the traffic issues documented in this Study can be addressed by relatively low-cost
improvements such as:
Signal Timing;
Improvements to turn lanes geometry, or:
Installation of traffic signals or roundabouts at stop controlled intersections;
With the current proposed development and possible increased development scenario, in
the future more trips are expected by all modes of transportation. If a greater proportion of
these trips are walking, bicycling, and/or transit trips, it will reduce the pressure on the
roadway system. The study area has potential to be a place where residents can meet many
of their transportation needs by walking, bicycling, and using transit. Below are general
recommendations that the City could pursue to encourage walking and bicycling in the
Southdale area:
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WSB PROJECT NO. 1686-670 PAGE 34
1. Enhance and expand the pedestrian and bicycle network in the study area:
o Develop a dense web of pedestrian connections so people can access
destinations more directly (rather than walking out of their way to follow
existing pedestrian connections)
o Identify, enhance, and develop key pedestrian and bicycle routes between
residential and commercial land uses
o Plan and implement a low-stress bicycle network to expand upon the
successful Edina Promenade
o Address challenging pedestrian and bicycle crossings within the study area:
work to shorten crossing distances, remove free-right turns, and improve key
pedestrian crossings at currently un-signalized locations
2. Balance the needs of different transportation modes: Adding turn lanes or widening
roadways may improve conditions for people driving, but will make crossings more
challenging for people walking and bicycling. It will be important to consider
impacts to people walking and bicycling as the city considers improvements to the
roadway system.
3. Work with residential and commercial developers to improve bicycle and
pedestrian conditions in the study area:
o Integrate new or enhanced walking and bicycling facilities into or adjacent to
development
o Develop building designs and site plans that are pedestrian scale: including
active uses on ground floors and entrances oriented towards the sidewalk
4. Work with owners of existing large commercial properties (for example, Southdale
Center and the Galleria) to develop pedestrian and bicycle routes through their
development.
Date: July 21, 2016 Agenda Item #: VII.A.
To:Trans portation Co mmis s io n Item Type:
Other
From:Mark K. Nolan, AICP, Trans p o rtation P lanner
Item Activity:
Subject:Dis c us s io n with Edina Po lice Dep artment
Rep res entative
Disc ussio n
CITY OF EDINA
4801 West 50th Street
Edina, MN 55424
www.edinamn.gov
ACTION REQUESTED:
No action required.
INTRODUCTION:
T he ET C's 2016 Work P lan includes the Ongoing Responsibility to “meet with P olice Department and P ublic
Works annually to discuss shared interests.” Edina P olice Lieutenant Dan Conboy will be present to discuss these
items with the ET C. P ublic Works Director Brian Olson is scheduled to be present at the August 18 ET C meeting
to discuss shared issues/concerns with commissioners.
P lease come prepared to discuss shared transportation-related interests with Lt. Conboy.
Date: July 21, 2016 Agenda Item #: VII.B.
To:Trans portation Co mmis s io n Item Type:
Other
From:Mark K. Nolan, AICP, Trans p o rtation P lanner
Item Activity:
Subject:2016 Wo rk Plan Up d ates Disc ussio n
CITY OF EDINA
4801 West 50th Street
Edina, MN 55424
www.edinamn.gov
ACTION REQUESTED:
No action required.
INTRODUCTION:
ET C members will give brief updates to the Commission regarding the following initiatives on the ET C's 2016
work plan (unless an item is elsewhere on the current meeting agenda):
1. Study and report Community Circulator.
2. Organize and host a transportation-themed event with speaker(s).
3. P repare and comment on Comprehensive P edestrian and Bicycle P lan for inclusion in 2018
Comprehensive P lan.
4. Review Edina To Go app and provide recommendations to staff regarding organization/categories for
reporting concerns related to streets/transportation.
5. Review data from City’s Quality of Life Survey (2011, 2013, 2015) and conduct 2 public meetings to
identify gaps around the City’s transportation systems.
6. Make recommendations to staff for evaluation of the Living Streets and Streets Smarts outreach
campaigns.
7. P rovide input to staff on the creation of a walking map of the City indicating routes and areas of interest.
8. Review and Recommend whether the City of Edina should assume a position in favor of the addition of
passenger rail to the community.
Date: July 21, 2016 Agenda Item #: VII.C.
To:Transp o rtation Commissio n Item Type:
Other
From:Mark K. Nolan, AICP, Transportation P lanner
Item Activity:
Subject:2017 Neighborhood and MSA Street Recons truc tio n Projects Dis c us sion
CITY OF EDINA
4801 West 50th Street
Edina, MN 55424
www.edinamn.gov
ACTION REQUESTED:
No action required.
INTRODUCTION:
P lease recall that at the ET C's June 16, 2016 meeting staff handed out maps of the 2017 neighborhood and municipal state aid (MSA)
street reconstruction projects. Staff is asking commissioners for their preliminary input on these projects, focusing on issues related to
Living Streets, safety, multi-modal transportation, etc. Additional information will be made available to the ET C next month, including the
non-motorized transportation survey results, and draft feasibility studies will be distributed to the ET C in September for discussion.
For your information, the following documents are available on line:
Living Streets P lan: http://edinamn.gov/LivingStreets
Sidewalk Facilities
Map: http://edinamn.gov/corecode/uploads/sidebar/uploaded_images/corecode_edina/Sidewalk_Facilities_CompP lan_Final_565.png
ATTACHMENTS:
Description
Birchcrest A Project Area
Chowen Park D Project Area
Countryside B Project Area
Countryside G Project Area
Parklawn Ave Project Area
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V A L L E Y V I E W R D
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C O D E A V E
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H A N S E N R D
W 61 ST ST
MADDOX LN W Y M A N A V E
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DARCY LN
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Engineering DeptSeptember, 2015
2017 Project AreaBirchcrest A Neighborhood Roadway ReconstructionImprovement No: BA-425C
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X E R X E S A V E
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W 54TH STCity of Minneapolis
City of Edina
York Park
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Engineering DeptMay 2016
2017 Project AreaChowen Park D NeighborhoodRoadway ReconstructionImprovement No: BA-439
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Engineering DeptSeptember, 2015
2017 Project AreaCountryside B Neighborhood Roadway ReconstructionImprovement No: BA-426C
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Engineering DeptNovember, 2014
20 17 Pro j ec t A reaCountryside G N e i gh b o rho o d Ro ad wa y Re co n stru c tio nImprovement N o: B A -4 27C
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PARKLAWN AVE
F R A N C E A V E
W 76TH ST
W 78TH ST
P A R K L A W N C T
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Engineering DeptSeptember 2015
2017 Project AreaParklawn Ave Roadway ReconstructionImprovement No: BA-429
Date: July 21, 2016 Agenda Item #: VII.D.
To:Trans portation Co mmis s io n Item Type:
R ep o rt and Rec o mmendation
From:Jo s ep h Totten, Traffic Safety Coordinator
Item Activity:
Subject:Traffic Safety Report of July 6, 2016 Action
CITY OF EDINA
4801 West 50th Street
Edina, MN 55424
www.edinamn.gov
ACTION REQUESTED:
Review and recommend the Traffic Safety Report of Wednesday July 6, 2016 be forwarded to City Council for
approval.
INTRODUCTION:
It is not anticipated that residents will be in attendance at the meeting regarding the report's recommendations. An
overview of the comments from the Edina Transportation Commission will be included in the staff report
provided to Council for their August 16, 2016 meeting.
ATTACHMENTS:
Description
Traffic Safety Report of July 6, 2016
July 21, 2016
Traffic Safety Committee
Joe Totten, Traffic Safety Coordinator
Traffic Safety Report of July 6, 2016
Information / Background:
The Traffic Safety Committee (TSC) review of traffic safety matters occurred on July 6. The City Engineer,
Assistant City Planner, Traffic Safety Coordinator, Sign Coordinator, and Transportation Planner were in
attendance for this meeting. The Public Works Director and Police Lieutenant were informed of the
decisions and did not object to the recommendations.
For these reviews, the recommendations below are provided. On each of the items, persons involved have
been contacted and the staff recommendation has been discussed with them. They were informed that if
they disagree with the recommendation or have additional facts to present, these comments can be included
on the July 21 Edina Transportation Commission and the August 16 City Council meeting agendas.
Section A : Items on which the TSC recommends action
1. Dovre Drive and Parkwood Lane sightline
issues:
• At the corner of Dovre Drive and
Parkwood Lane, there are utility boxes,
which are obscured by a tall, pink shrub.
• The intersection is all-way stop controlled
• The shrub is entirely in the 30-foot by 30-
foot clearview triangle, laid out in city
ordinance.
• The requestor is concerned with children
biking, and notes that they do not stop at
stop signs.
• The requestor is concerned with
pedestrians, as a northbound pedestrian on
Parkwood Lane, combined with an
Photo : The shrub in question behind the eastbound
approach’s stop sign
Traffic Safety Report of Jul 06, 2016 Page 2
Photo : Maloney Avenue, looking eastbound
Map : Maloney Avenue, from Tyler Avenue to Lincoln Drive
eastbound driver on Dovre Drive taking a
right turn, could potentially cause conflict.
• The rest of the corner is free of
obstructions.
• Both streets at this corner are listed as
local connectors in the Living Streets Plan.
• No crashes have occurred in the past 10
years, at this intersection.
After review, staff has determined that the
shrub in question poses a minor traffic safety
concern. Therefore, the TSC recommends
that this item be forwarded to the City
Forester, to trim the hedge to a lower level.
The reasons for this decision are listed
below:
• The shrub is within the 30-foot by 30-
foot clearview triangle.
• The intersection is a four-way stop with no other obstructions to sightlines.
• The shrub appears to have been planted for neighborhood aesthetic (hiding utility
boxes).
• The data and situation do not present a strong case for a safety concern at this time.
For these reasons, staff recommends working with the homeowner to trim the shrub.
2. Request for further Maloney Avenue speed control
• This request comes from a resident of the
Presidents Neighborhood, asking for speeds
on Maloney Avenue to be reduced, by any
and all means necessary, as the speeds are
unsafe, and the sidewalk in this location is
directly on the back of curb.
• No crashes have been reported in the past
ten years along Maloney Avenue, which cite
high speeds as a contributing factor.
• Maloney Avenue is 29.5 feet wide, from face
of curb to face of curb, and has no parking on either side of the street.
Map : Dovre Drive and Parkwood Lane, Lincoln Drive is
on the far west of this map
Traffic Safety Report of Jul 06, 2016 Page 3
Photo : Mirror Lakes Road, looking north, at the intersection
with Northwood Drive
• Maloney Avenue has a volume of 1,902 ADT and an 85th-percentile speed of 35.8 mph.
o In 2015 Maloney Avenue in the same location had a volume of 1,659 ADT and an 85th-
percentile speed of 35.7 mph.
o In 2005 Maloney Avenue in the same location had a volume of 1,224 ADT and an 85th-
percentile speed of 37.3 mph.
• A 5 foot wide sidewalk is on the back of curb on the north side of the street.
• Maloney Avenue is listed as a Collector in the Living Streets Plan, and is an approved primary bike
route.
After review, staff recommends that edge lines be painted on this roadway to visually narrow
the driving lanes. The recommended lanes width would be 11-feet, reducing each lane by
3.75-feet. The reasons for this decision are listed below:
• Volume has increased on Maloney Avenue in recent years.
• Speeds have remained constant, or decreased on Maloney Avenue in recent years.
• No crash history is present which cites speed as a concern.
• Speeds are high, and of concern for both possible safety and comfort.
• With construction scheduled nearby on the TH-169 bridge in 2017, Maloney Avenue is
expected to have a large increase in traffic.
In an attempt to slow drivers, staff recommends placing edge lines on Maloney Avenue.
Section B: Items on which the Traffic Safety Committee recommends no further action
1. Request for a four-way stop intersection on Mirror Lakes Drive at Northwood Drive
• The requestor noted that speeds on Mirror
Lakes Drive were excessive, and that the
road was being used as a cut-through route
for traffic between Vernon Avenue and
Interlachen Boulevard.
• The requestor asked for stop signs at the
bottom of the hill at southbound Mirror
Lakes Drive as it approaches Northwood
Drive.
• The requestor said the intersection is
dangerous, and that the stop sign request was
not only to deter speeds.
• Northwood Drive has a volume of 240 ADT
and an 85th-percentile speed of 26.9 mph
west of the intersection.
• Mirror Lakes Drive has a volume of 775 ADT and an 85th-percentile speed of 31.8 mph south of the
intersection.
• This is a four legged intersection; due to roadway geometry, counts north and east of the
intersection were not seen as able to gain reliable data.
• Currently, the intersection is controlled with two-way stop, with Northwood Drive stopped and
Mirror Lakes Drive uncontrolled.
• Mirror Lakes Drive is listed as a “Local Connector” in the Living Streets Plan; this designation is
described as:
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.
Traffic Safety Report of Jul 06, 2016 Page 4
Map : Ridgeview Drive, from 66th Street to Abercrombie Drive
A sidewalk is planned for this location,
though not scheduled for construction at this
time.
• Northwood Drive is listed as a Local Street
in the Living Streets Plan and is described as:
For the purposes of the Living
Streets Plan, Local Streets are those
with a Local Street functional
classification as defined in the
Comprehensive Plan, excluding Local
Connectors (see above). 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.
• No crashes at this location have been recorded in the last ten years.
• Westbound Northwood Drive and southbound Mirror Lakes Drive are seen as having the most
severe issues with sightlines at this intersection:
o If stopped even with the stop sign, a westbound driver on Northwood Drive can see a
southbound vehicle about 150 feet (or about 3 seconds) away.
o If the driver on Northwood Drive were to roll forward such that they were stopped shortly
before the edge of pavement on Mirror Lakes Drive, they would be able to see an
approaching vehicle 250 feet (or about 5.5 seconds) away.
• Northwoods Drive was measured as 28 feet from edge of pavement to edge of pavement, and
parking on both sides.
• Mirror Lakes Drive was measured as 27 feet from edge of pavement to edge of pavement with
parking on both sides.
After review, staff recommends no further action on this item. A speed report for Mirror
Lakes Drive was forwarded to the police department for targeted enforcement. The reasons
no further action was recommended are below:
• Warrants were not met for installing an all-way stop control intersection.
• There is no crash history at this intersection which would suggest controlling Mirror
Lakes Drive would increase safety.
• Sightlines at the intersection are not deficient for local streets or local connectors.
• Speeds on Mirror Lakes Drive, while high, are not atypical for the city.
For these reasons, staff has recommended that targeted enforcement be employed, and no
other action taken at this time.
2. Request for traffic calming on Ridgeview Drive.
• This request comes from a family concerned
with the volume and speed of traffic on
Ridgeview Drive.
• A count on Ridgeview Drive had a daily
volume of 546 ADT and an 85th-percentile
speed of 29.6 mph.
• No crashes in the past ten years have been
reported in this location, which has cited
speed as a contributing factor.
Photo : Ridgeview Drive, looking north.
Map : Mirror Lakes Drive at Northwood Drive.
Traffic Safety Report of Jul 06, 2016 Page 5
Photo : Ruth Drive parking restrictions.
Map : 59th Street and Ruth Drive, the Edina Public Schools
athletic fields are in the north of this map.
• Ridgeview Drive is listed as a Local Connector in the Living Streets Plan.
• Requestor did not want simply more enforcement, signage or use of the dynamic speed sign trailer,
but to change driver behavior and signify that this is a residential neighborhood inappropriate for
high speeds.
• Ridgeview Drive was measured as 29.5 feet wide, from face of curb to face of curb, with parking on
both sides.
After review, staff recommends no further action on this item. A speed report for Ridgeview
Drive was forwarded to the police department for targeted enforcement. The reasons no
further action was recommended are below:
• There is no crash history on this segment which would hint to excessive speeds.
• The 85th-percentile speeds on Ridgeview Drive are less than the speed limit.
• When the road is reconstructed, traffic calming can be discussed then, but at this time,
the City cannot justify using resources to redesign or alter the street to calm traffic.
For these reasons, staff has recommended that targeted enforcement be employed, and no
other action taken at this time.
3. Request for one-sided parking in the West 59th
Street and Ruth Drive cul-de-sac
• A requestor noted that with the athletic
fields currently under construction, near the
Edina Community Center, their cul-de-sac
will inevitably be full of athletes and their
parents, using the road as a parking lot.
• A survey was sent to the nine properties with
frontage on the cul-de-sac.
• Five responses received were generally
supportive of the plan to restrict parking, but
also noted that they would prefer not to have
restrictions apply to themselves or their
guests.
o Additionally, some responses noted
that the fields did not previously
cause disruption, and if the parking
situation remains unaltered, there
should be no need for the restriction.
• School district staff has requested that the
restriction not be placed at this time, as the
school parking lots are being rebuilt at this
time, and coordinators for users of these
facilities are instructed to direct their users
to use the school district parking lots
o School district staff noted that the function of the fields is not changing.
o School district staff noted that adding the restriction at this time would be premature, as the
fields are not completed and it is not known how well communication efforts will mitigate
concerns.
After review, staff recommends no action taken at this time on this item for the following
reasons.
• Residents’ opinion was mixed on the restriction.
• The athletic fields are still under construction.
Traffic Safety Report of Jul 06, 2016 Page 6
Photo : Blake Road, looking north, at the intersection with
Scriver Road.
Photo : Mirror Lakes Road, looking north, at the intersection
with Northwood Drive
Map : Blake Road and Scriver Road, Mirror Lake is shown in
this photo.
• There is no data, nor has there been an opportunity to collect data on if the road is
being used excessively for parking
Therefore, staff believes this request was asking for premature judgement, and cannot be
implemented at this time.
4. Scriver Road and Blake Road Crosswalk
• A requestor asked for a crosswalk for getting
to Fox Meadow Park from Scriver Road.
• The requestor noted that Blake Road is a busy
road, with higher speeds, and crossing it,
especially with children was difficult.
• The requestor noted that Blake Road has a
sidewalk on one side, and that side is opposite
Scriver Road.
• A camera was placed in this location to
determine the number of pedestrians using
the crossing, and found a maximum of 10
crossings in a two hour window.
• In 2015, Blake Road had a volume of 3,120
ADT and an 85th-perfcentile speed of 35.1
mph.
• No crashes relating to pedestrians have been
reported in the past ten years, at this location
• Scriver Road is a cul-de-sac with 11
properties on it, and has an informal
connection with Oak Ben Lane, which has an
additional 10 properties.
After review, staff recommends no action on
this item for the following reasons:
• The crossing did not meet warrants for placement of a crosswalk, with only 10
crossings in the maximum 2-hour period.
• No crash history informed the committee of a further safety issue which would have
been apparent.
For these reasons, staff recommends that a crosswalk not be placed.
5. Request for Melody Lane curve signage.
• A requestor asked for help in ensuring drivers
take due caution and give respect to the
roadway of Melody Lane, north of Grove
Street.
• A sharp curve in the road approximately 150
feet north of Grove Street has a design speed
of 13 mph.
Traffic Safety Report of Jul 06, 2016 Page 7
Photo : Mirror Lakes Road, looking north, at the intersection
with Interlachen Boulevard
Map : Melody Lane is cirlced, Melody Lake is shown on this
map.
Map : Mirror Lakes Road and Interlachen Boulevard
• A counter was placed in this location, and found that the 85th-percentile speeds were 18.5 mph, with
a volume of 160 ADT.
• When the site was visited, there was some
overhanging brush on the inside of the curve.
This observation was sent to the City Forester
to be addressed.
• The interior sightlines cannot be reasonably
maintained, with the horizontal sightline offset
required to be 44 feet with an 85th-percentile
speed of 18.5 mph, or 34 feet with a design
speed of 13 mph.
o The right-of-way for this road extends
approximately 28 feet from the
centerline of the road towards the
vertex of the curve.
• No crashes have been reported in the past ten
years, at this location.
• Melody Lane was measured as 27.5 feet wide,
from edge of pavement to edge of pavement,
with parking on both sides.
After review, staff recommends no action on this item for the following reasons:
• The volume of traffic on this road is very low, and likely only residents accessing their
property are using this roadway.
• Drivers are taking this curve very slowly already.
• Local roads usually do not have warning signs placed on them.
Therefore, staff does not believe a sign at this location is warranted. Some brushes were
hanging over the curb and this has been forwarded to the City Forester for enforcement.
6. Request for a Crosswalk across Interlachen
Boulevard at Mirror Lakes Drive.
• A requestor noted that high speeds along
Interlachen Boulevard were detrimental to
residents’ quality of life, and asked for a
crosswalk to be placed to better connect the
Rolling Green neighborhood to the park, as
well as using the crosswalk as a strategy to
calm traffic on Interlachen Boulevard.
• A camera was set up to review the area, and
found that the maximum two-hour window had
nine pedestrian crossings.
• A check of Mirror Lakes Drive’s pedestrian
crossings was also performed, and the
maximum two-hour window had eight
pedestrian crossings.
• No crashes relating to pedestrians have been
reported in the past ten years, at this location
After review, staff recommends no action on
this item for the following reasons:
Traffic Safety Report of Jul 06, 2016 Page 8
• The crossing did not meet warrants for placement of a crosswalk, with only nine
crossings in the maximum 2-hour period.
• No crash history informed the committee of a further safety issue which would have
been apparent.
• There exists no good connection from the south side of the road to the Rolling Green
neighborhood at this intersection.
For these reasons, staff recommends that a crosswalk not be placed.
Section D: Other items handled by Traffic Safety
D1. A request was received for traffic calming on Ridgeview Drive between Meadow Ridge and Duggan
Plaza. A counter was placed in this location, and found a volume of 546 ADT and an 85th-percentile speed of
29.6 mph. Further data was forwarded to the police department for targeted enforcement. The requestors
were informed of the speed study results and were helped to start the petition process for a sidewalk on
Ridgeview Drive.
D2. A manager for a seniors’ apartment building wanted to extend the walk time for crossing Vernon
Avenue at Eden Avenue, due to low mobility and slow crossings for senior citizens heading from their
homes to Jerry’s and associated shopping. The requestor was forwarded to Hennepin County.
D3. A resident called about the construction at Edina Senior High School and construction signage concerns.
The resident was forwarded to the school district and the sign companies. The sign has been relocated to
accommodate the resident.
D4. A resident wanted alternative detours and further control of the intersection of Vernon Avenue and
View Lane due to the construction work at Vernon Avenue and Blake Road. Alternative routes were
explained and the area is under observation for the possible temporary placement of traffic controls.
D5. Concerns with sightlines on Lincoln Drive and private roads were evaluated. The AASHTO safe sight
distances for a left turn from a stop were calculated for the 85th-percentile speed of Lincoln Drive and a map
showing the approximate lengths behind the curb the homeowners association would need to clear for their
driveway were marked.
D6. Concerns about Valley Lane’s pedestrian environment were received, with crossing Valley Lane to
access the sidewalk on the southern side being of primary concern. The requestor specifically asked for
sidewalks on the north side of Valley Lane for pedestrians to use to access the all-way stop intersection at
Creek Drive, such that crossing the road would be easier and safer at that intersection. The requestor was
forwarded to the City of Edina petition forms and advised on how to petition for a sidewalk. No further
data can be collected on Valley Lane until the Tracy Avenue-Valley Lane roundabout is complete, and thus,
no further actions were taken at this time.
D7. A request on Gorgas Avenue to keep large trucks helping on reconstruction projects in the roadway
was received. The requestor was going to send photos of damage to the lawn of the requestor’s property,
this did not happen. The residential redevelopment coordinator sent an email to the contractors on the cul-
de-sac reminding them to back out of the cul-de-sac if they cannot remain on the street during their turn-
arounds.
D8. A request for increasing stopping rates at the intersection of Gleason Road and Dewey Hill Road was
received. Working with the homeowner on the northwest corner of the intersection, plants will be
trimmed, the sign on the northwest corner moved closer to the road, the southwest corner has
Traffic Safety Report of Jul 06, 2016 Page 9
overgrowth in front of its stop sign cleared, and 36-inch stop signs will be installed to replace the 30-inch
stop signs which were in place.
D9. Concerns were received on the placement of ”No Parking” signage on Thielen Avenue. Sign locations
were altered as much as possible to accommodate the concerns over aesthetics and functionality.
D10. A request was received for the intersection of Golf Terrace and Lakeview Drive. Currently, the
southwest corner of the intersection is the site of a residential redevelopment. The request concerned
sightlines at the intersection. The contractor was seen as having a stockpile too close to the intersection,
and was told to move the soils to outside the 30-foot by 30-foot clearview triangle. Further analysis of this
intersection cannot be done due to the home construction and the roadway reconstruction which will be in
the intersection. The permanent portion of this request will be considered at the completion of the roadway
reconstruction project.
D11. A concern about Kelsey Terrace Traffic was received, with concerns about increases in the speed and
volume of traffic. A counter was placed in this location, and found an 85th-Percentile speed of 27.6 mph and
a weekday volume of 294 ADT. This count was recorded for future comparisons with US 169’s upcoming
construction.
D12. A request for child safety on South Knoll Drive, near View Lane was received. The requestor noted
that traffic on South Knoll Drive was increasing from each year, and speeds were very high. From 2014, the
volume of South Knoll Drive was 679 ADT with an 85th-percentile speed of 32.5 mph. A counter was placed
this year and found a volume of 780 ADT and an 85th-percentile speed of 28.5 mph. Due to construction
conflicts in the area, a count done at this location was during the dates of the Artisan Home Tour, which
included a house on South Knoll Drive, near the count location. The speed report was forwarded to the
police department, when informed of the results the resident noted that children were in danger because of
the volume of vehicles and speeds observed on the roadway. The requestor did not elaborate on the
request beyond demanding strict enforcement of the speed limit during the evening peak periods.
D13. Various requestors were concerned with cut through traffic in Parkwood Knolls, specifically noting
that the speed of traffic and volume of traffic was too great through their neighborhood. Counters were
placed throughout the neighborhood, and along the main path for this cut-through traffic as described by
residents. 85th-percentile speeds were found to be below 30 mph. Volumes of 900-2800 vehicles per day
were seen on the streets classified as local connectors in the Living Streets Plan, these volumes are high for,
but not entirely out of line for, that classification. The question of if this is local traffic accessing their
property, or cut-through traffic has not been entirely clarified, but with Blake Road closed at Vernon
Avenue, it is unlikely that good data can be collected in the near term. Neighbors were also concerned
about an increase in traffic due to the United Health Group site’s proposed redevelopment. These
neighbors were referred to the public hearing on the development on July 13th for the Planning Commission.
D14. Concerns and anger were expressed by residents of Parkwood Knolls, about the closure of Blake
Road at Vernon Avenue for Centerpoint Energy’s pipeline construction. These concerns were listened to
and responded to, but no better detour routes were suggested or established.
D15. A requestor had concerns about the sidewalk on the east side of York Avenue being closed during the
construction of an apartment building in front of Yorktown Continental Apartments. The permit for the
sidewalk closure from the county runs through the end of August, but the foreman of the project expressed
optimism that the entire permit would not need to be used. This was reported to the requestor. The
requestor further noted discomfort with crossing York Avenue using the Promenade, due to the hills
required to access the walkway, and the sheer difficulty in crossing the road due to the persistence of traffic
on York Avenue. When the requestor was told of the crosswalk warrants for the City of Edina they did not
wish to pursue the placement further.
Traffic Safety Report of Jul 06, 2016 Page 10
D16. A requestor was concerned with the curve in Parkwood Knolls of Parkwood Road and Londonderry
Drive, as there were branches hanging over the street and obscuring vision. These concerns were
forwarded to the City Forester.
Traffic Safety Report of Jul 06, 2016 Page 11
Appendix A:
All Way Stop Sign Warrants
When it is determined that a full stop is always required on an approach to an intersection a STOP (R1-1)
sign shall be used.
The decision to install multi-way stop control should be based on an engineering study. The following
criteria should be considered in the engineering study for a multi-way STOP sign installation:
A. Where traffic control signals are justified, the multiway stop is an interim measure that can be
installed quickly to control traffic while arrangements are being made for the installation of the
traffic control signal.
B. Five or more reported crashes in a 12-month period that are susceptible to correction by a multi-
way stop installation. Such crashes include right-turn and left-turn collisions as well as right-angle
collisions.
C. Minimum volumes:
1. The vehicular volume entering the intersection from the major street approaches (total of
both approaches) averages at least 300 vehicles per hour for any 8 hours of an average day;
and
2. The combined vehicular, pedestrian, and bicycle volume entering the intersection from the
minor street approaches (total of both approaches) averages at least 200 units per hour for
the same 8 hours, with an average delay to minor-street vehicular traffic of at least 30
seconds per vehicle during the highest hour; but
3. If the 85th-percentile approach speed of the major street traffic exceeds 40 mph, the
minimum vehicular volume warrants are 70 percent of the values provided in Items 1 and 2.
D. Where no single criterion is satisfied, but where Criteria B, C.1, and C.2 are all satisfied to 80
percent of the minimum values. Criterion C.3 is excluded
Other criteria that may be considered in an engineering study include:
A. The need to control left-turn conflicts;
B. The need to control vehicle/pedestrian conflicts near locations that generate high pedestrian
volumes;
C. Locations where a road user, after stopping, cannot see conflicting traffic and is not able to negotiate
the intersection unless conflicting cross traffic is also required to stop; and
D. An intersection of two residential neighborhood collector (through) streets of similar design and
operating characteristics where multi-way stop control would improve traffic operational
characteristics of the intersection.
Date: July 21, 2016 Agenda Item #: X.A.
To:Trans portation Co mmis s io n Item Type:
Other
From:Mark K. Nolan, AICP, Trans p o rtation P lanner
Item Activity:
Subject:Staff Comments fo r July 2016 Info rmatio n
CITY OF EDINA
4801 West 50th Street
Edina, MN 55424
www.edinamn.gov
ACTION REQUESTED:
None.
INTRODUCTION:
In addition to other items of interest to the ET C, staff will update the Commission on the following topics:
2016 Neighborhood and State Aid Reconstruction P rojects
2016 Sidewalk P rojects
Date: July 21, 2016 Agenda Item #: XI.A.
To:Trans portation Co mmis s io n Item Type:
Other
From:Mark K. Nolan, AICP, Trans p o rtation P lanner
Item Activity:
Subject:Sc hed ule o f Meeting and Event Dates as of July 21,
2016
Information
CITY OF EDINA
4801 West 50th Street
Edina, MN 55424
www.edinamn.gov
ACTION REQUESTED:
INTRODUCTION:
ATTACHMENTS:
Description
Schedule of Upcoming Meetings /Dates /Events
TRANSPORTATION COMMISSION SCHEDULE OF MEETING AND EVENT DATES AS OF JULY 21, 2016
SCHEDULE OF UPCOMING MEETINGS/DATES/EVENTS
Thursday Jul 21 Regular ETC Meeting 6:00 PM COUNCIL CHAMBERS
Thursday Aug 18 Regular ETC Meeting 6:00 PM COMMUNITY ROOM
Thursday Sep 15 Regular ETC Meeting 6:00 PM COMMUNITY ROOM
Thursday Oct 27 Regular ETC Meeting 6:00 PM COUNCIL CHAMBERS
Thursday Nov 17 Regular ETC Meeting 6:00 PM COMMUNITY ROOM
Thursday Dec 15 Regular ETC Meeting 6:00 PM COMMUNITY ROOM
Thursday Jan 19 Regular ETC Meeting 6:00 PM COUNCIL CHAMBERS
Thursday Feb 16 Regular ETC Meeting 6:00 PM COMMUNITY ROOM
Thursday Mar 16 Regular ETC Meeting 6:00 PM COMMUNITY ROOM