HomeMy WebLinkAbout2017-10-26 Meeting PacketDraft Minutes☒
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Minutes
City of Edina, Minnesota
Transportation Commission
Council Chambers
September 28, 2017, 6:00 p.m.
I. Call To Order
Chair LaForce called the meeting to order.
II. Roll Call
Answering roll call were commissioners Ahler, Iyer, Kane, LaForce, Ma, Miranda, Olson, Richman, and Ruthruff.
Absent: Commissioner Yeager.
III. Approval Of Meeting Agenda
Motion was made by Chair LaForce and seconded by commissioner Ahler to add new items VI.G.
Open Streets, and VI.H. W. 44th Small Area Plan to the agenda.
Motion was made by commissioner Richman and seconded by commissioner Olson to approve the
amended agenda. All voted aye. Motion carried.
IV. Approval Of Meeting Minutes
Motion was made by commissioner Ruthruff and seconded by commissioner Miranda approving the
August 17, 2017, minutes. All voted aye. Motion carried.
V. Community Comments
None.
VI. Reports/Recommendations
A. Passenger Rail Community Engagement Report: Draft Recommendations
Ms. Jessica Laabs with Kimley-Horn presented. Ms. Laabs said based on the two questions from City Council, 1)
Should the City request elimination of the “gag rule?” and, 2) Should the City dedicate resources to developing a plan to
encourage the development of passenger rail service in Edina?, their answer to both was no. Ms. Laabs said they
arrived at this conclusion based on the objection of residents adjacent to the rail line and a high level review of the
Grandview area shows the density of household population and employment falls in the bottom 1/3. Ms. Laabs
explained further that strong champions are essential to eliminate the gag rule. She said this cannot be done by
Edina alone and the gag rule is not currently being discussed by adjacent cities.
Discussion
Ms. Laabs was asked the following questions:
1. Should Edina dedicate resources? No, for the same reasons above; however, overall indicators show that the
city could support a corridor in another location and may want to explore this in the future.
2. Was there sufficient involvement? Yes, the goal was to have between 500-1000 participants, and they had over
900.
3. Was there a wide range of people? The more focused ones lived closer to the corridor which has about 200
properties.
4. Did you suggest other corridors? No, but based on certain indicators, transit could be successful in the
Grandview area if it grows, but not necessarily a train. Also, based on travel patterns from Edina to downtown
Minneapolis, a study could look at rapid bus transit. Approximately 25% of residents travel outside of Edina for
work; many travel to Edina for work but it is not known where they are coming from.
5. Is there potential for more freight rail? This is difficult to answer because TC&W does not publicize their plans
and attempts to communicate with them were unsuccessful.
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Motion was made by commissioner Iyer and seconded by commissioner Ruthruff to adopt the
consultant’s recommendation to Q1 to not remove the gag rule.
Aye: Ahler, Iyer, Kane, LaForce, Ma, Miranda, Richman, Ruthruff
Nay: Olson
Motion carried.
Motion was made by commissioner Richman and seconded by commissioner Iyer to adopt the
consultant’s recommendation to Q2 as written.
After discussion, the motion was amended by commissioner Ahler and seconded by commissioner
Miranda to adopt the consultant’s recommendation as “No, the City should not dedicate resources to
developing a plan to encourage the development of passenger rail service in Edina in the Dan patch
Corridor at this time. There are overall indicators that suggest Edina could support additional transit
options, such as unique demographic and community patterns. Previous engagement efforts in the city, as
captured in the Vision Edina document, have indicated the community’s desire for enhanced transit.” All
voted aye. Motion carried.
B. Pedestrian and Bicycle Master Plan
Mr. Antonio Rosell presented an update on the master plan. Mr. Rosell said engagement included pop-up sessions
at several locations, a workshop, listening sessions, online survey and an interactive Wiki Map. He said at least 200
participants provided 300 comments on the Wiki Map, and 682 participated in the online survey. Participants listed
areas they felt were important for walking and biking and existing barriers that prevented these activities. Overall,
feedback was received from approximately 1,100 individuals. Mr. Rosell went through the tasks schedule and said
they are nearing completion of the master plan.
C. Grandview Green (Lid) Project: Katie Clark Sieben
Mr. Bill Neuendorf, economic development manager for Edina, and Ms. Katie Clark Sieben, consultant, presented
an update on the Lid project. They said planning discussion for the Grandview area began in 2008, and in 2012 the
framework plan was completed. Highway 100 was seen as a barrier connecting east and west and a lid was
suggested over the highway. In 2016, a transportation study was completed and they began focusing on the lid. In
2017, a feasibility study was completed that included potentials such as parking spaces, tax revenue, private
development, and the lid as a green space. A preliminary sketch plan was shown; four technical studies will be
done; and construction could begin as early as 2020 with occupancy in 2022. As the plan progresses, they will seek
feedback from the ETC and other boards and commissions on how the area should be developed.
D. 2018 Neighborhood and MSA Street Reconstruction Draft Engineering Studies
The ETC reviewed the following draft engineering studies and accepted them as presented:
• Bredesen Park A and E
• Concord A and G
• Country Club C
• Normandale Park D
E. 2018 Transportation Commission Work Plan
Minor revisions were made to the work plan.
F. Traffic Safety Report of September 6, 2017
Motion was made by member Iyer and seconded by member Ruthruff to forward the September 6,
2017, TSC report to Council. All voted aye. Motion passed.
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G. Open Streets
Commissioner Miranda thanked the ETC for volunteering at Open Streets. He said the #1 comment from patrons
was thanks for the Nine Mile Creek Trail. He said the ETC should begin thinking of ideas for next year’s Open
Streets.
H. W. 44th Small Area Plan
Commissioner Miranda said the small area plan is progressing and they’ve added some additional meeting dates.
He suggested having an ETC commissioner on future small area plan committee from the quadrant where the area
is located.
VII. Correspondence And Petitions
None.
VIII. Chair and Member Comments
Chair LaForce introduced and welcomed student commissioner Jenny Ma. Commissioner Ma is a student at Edina
High.
Commissioner Bocar thanked the ETC and planner Nolan for their participation in Open Streets.
Commissioner Ruthruff said he was pleased with how the Passenger Rail Community Engagement closed out. He
said the city’s population would increase and he is glad they’ll have tools to help them figure out how to move
people around.
Commissioner Miranda asked about what looks like a tunnel under the creek for the Nine Mile Creek Trail and
planner Nolan explained that it was a tunnel and it was necessary because of the water table.
Commissioner Richman said the state of Delaware is working to pass the Idaho Stop Law which is a good bike
safety law and asked if this something that Edina would consider supporting here in Minnesota. She reached out to
MnDOT and they asked her to participate on a subcommittee which she turned down but they are very
interested in Edina’s participation if anyone is interested.
Commissioner Ahler thanked planner Nolan for his work with the Passenger Rail Community Engagement. She
invited the ETC to an energy fair on Oct 7, 9-1 p.m.
IX. Staff Comments
A. Comprehensive Plan Update: Transportation “Tool Kit”
The toolkit will be used at next month’s meeting.
• 2017 projects are on schedule; Public Works is installing several PACS sidewalks and making
improvements to several crosswalks.
• Highway 169 opened this week; neighbors in the area where the street was closed would like to see some
solution to traffic issues – the barricades were removed when the highway opened and staff will allow
traffic to normalize and then do a traffic count.
• Reminder that October’s meeting is also the 4th Thursday.
X. Calendar of Events
A. Schedule of Meeting and Event Dates as of September 28, 2017
For information purposes - no discussion.
XI. Adjournment at 9:15 p.m.
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J F M A M J J A S O N D
SM
# of
Mtgs
Attendance
%
Meetings/Work Sessions 1 1 1 1 1 1 1 1 1 9
NAME (Date)
Ahler, Mindy 1 1 1 1 1 5 78%
Bass, Katherine 1 1 2 100%
Boettge, Emily 1 1 2 100%
Brown, Andy 1 1 1 1 1 1 1 1 8 89%
Iyer, Surya 1 1 1 1 1 1 1 7 78%
LaForce, Tom 1 1 1 1 1 1 1 1 1 9 100%
Janovy, Jennifer 1 1 2 100%
Kane, Bocar 1 1 1 1 1 1 1 7 100%
Miranda, Lou 1 1 1 1 1 1 1 1 1 9 100%
Olson, Larry 1 1 1 1 1 1 1 1 8 89%
Richman, Lori 1 1 1 1 1 1 6 89%
Ruthruff, Erik 1 1 1 1 1 1 1 7 100%
Jenny Ma 1 1 100%
Tessa Yeager 0 0%
Koester, David (student) 1 1 1 1 4 44%
Olk, Megan (student) 1 1 1 3 33%
TRANSPORTATION COMMISSION ATTENDANCE
RESIGNED
Date: October 19, 2017
To: Edina Transportation Committee
From: Dave Van Hattum, DARTS Transportation Program Manager
Subject: ETC conversation on 10/26/17 regarding next steps for planning a DARTS Edina Bus
Circulator
This memo provides a quick refresher of the DARTS LOOP circular bus model (what, where, cost,
process, etc.). It then poses some key questions for the ETC to consider at the 10/26/17 meeting at
which I will participate and answer any questions about the DARTS LOOP and applications in Edina.
DARTS LOOP Circular Bus Key Features
Audience for the bus service: Primary Audience = seniors, Secondary Audience = Low-income, disabled.
Service features: DARTS typically uses buses with capacity for 15-18 total passengers with space for 2-3
secured wheelchairs/scooters. All LOOP buses are lift equipped. LOOP drivers typically provide a higher
level of assistance with bags, boarding/un-boarding than Metro Transit or Metro Mobility. LOOP’s are
designed to fill a transit gap not currently served by Metro Transit or Metro Mobility.
Service hours: one day per week, 5-6 hours per day.
Operating cost: Approximately $25,000 per year for each LOOP.
Funding model: City funding, plus business and individual sponsors that receive visibility on LOOP
schedules and bus banners. A nominal fare is typically charged, ranging from $2:00/day to $5.00/day.
Fares typically make up 10-15% of annual operating costs.
Planning Process for designing route, stops, and schedule: An Edina LOOP Advisory Committee
determines the route, stops, and schedule. A key starting point is to complete a needs assessment
survey typically distributed to all residents in the senior facilities to be served by the LOOP, and also
more widely distributed via survey monkey.
For ease in understanding, LOOP’s have traditionally been one-hour, but that is not required. 10-12
LOOP stops is usually the maximum for a one-hour LOOP (see DRAFT Edina LOOP routes on next page).
While having a fixed-route schedule, LOOP’s also typically allow for some on-demand pick-up and drop-
offs of passengers.
LOOP Advisory Committee makeup: (in no particular order): Senior building managers, senior services
(i.e. Edina Senior Center, Senior Community Services), Library, Chamber of Commerce, YMCA/YWCA, city
staff, ETC member(s). In addition to determining the LOOP service (route, stops), the Advisory
Committee assists with the community needs assessment survey, obtaining sponsors, and LOOP
Questions for the ETC to consider on 10/26/17 as they craft the process to
implement a LOOP/circulator bus in 2018.
1) What should the partnership with DARTS look like, one or all of the below?
• DARTS as bus provider, operator of bus?
• DARTS as consultant on design and operation of circulator?
• DARTS to handle dispatch, so people have a number to call for on-demand stops,
other general information, etc.?
2) Is the Committee clear on the transit gap that you want fill in Edina? In other words, is your primary
audience seniors? Seniors and low-income? Or the general public with a specific transit gap in mind
(e.g. students, disabled, key connection to existing transit/future service)?
3) Assuming funding availability at the start of 2018, what is the timeline for getting a bus up and
running?
4) What will be your measure of success? Total ridership, unduplicated riders, rider satisfaction, etc.
5) Matching bus capacity with new service. Earlier materials mapped two possible LOOP’s. Can Edina
pilot one but not both of these without a lot of pushback? If the City decided to just “pilot” one
LOOP, what is the criteria for choosing? For example, ridership, seniors served, etc. Also, whether
one or two LOOP’s is planned, is there a contingency plan if rider demand were to greatly exceed
bus capacity?
6) What will be the relationship between the ETC and a new Circulator Bus Advisory Committee?
7) The City and ETC has described the new 2018 bus circulator as a 6-month “pilot.” With that in mind,
are ETC members envisioning:
1) A sustainable LOOP in which key information is collected during the “pilot” in order to tweak
the new transit route for service which will then operate for the foreseeable future? Or:
2) A “pilot” where long-term funding is so uncertain that it may just be a 6 month “pilot”.
Note: It has been my experience in the transit industry that “piloting” a new service will create a
substantial public expectation that the service continue. Therefore, the City and ETC should, at this
juncture, be either preparing for long-term funding sustainability of a circulator bus, or creating very
precise communications to the public and stakeholders about the possible short-term nature of this
“pilot” project.
WORK OBJECTIVES
Commissions are being asked to:
1. Review and analyze policies and goals outlined in the 2008 Comprehensive Plan to
determine their current relevancy
2. Identify which existing 2008 policies and goals should be:
a. eliminated or retained
b. retained and modified
c. completely re-written or
d. created for inclusion in a current chapter and/or new chapter
3. Engage with other commissions
a. identify overlapping topics/issues
b. work together to determine relevancy of each other goals and policies
c. assist with writing additional goals and policies
4. Make recommendations to policies, goals and/or the addition of content
INSTRUCTIONS & TIMELINE
October
2017
A 2008 Comprehensive Plan chapter(s) will be given to the
Commission whose work is most closely related. For example,
members of the Edina Transportation Commission will receive the
Transportation Chapter from the 2008 Comprehensive Plan.
Objective 1
November
2017
Commissions will discuss their chapter(s), giving attention to goals
and policies at the conclusion of each chapter to determine their
current relevancy. It is anticipated that the discussions will include
critical evaluations of the goals and policies using the following
considerations and documents:
Changes that have taken place since the 2008
Comprehensive Plan
Examples of changes include: Economy, Environment,
Demographics, Housing, etc.
Vision Edina 2015 and Big Ideas Report (2017)
Commissions should review chapters through the
eight Vision Edina strategic focus area lenses.
Additional Edina Guiding Documents
Chamber of Commerce – Economic
Development/Stakeholder Engagement Analysis
(January 2017)
Quality of Life Survey (August 2017)
Living Streets Plan (2015)
Affordable Housing Policy (2015)
Parks, Recreation and Trails Strategic Plan (2015)
Metropolitan Council System Statement for the City of
Edina (2015)
Objective 1
November
2017
Determine if the goals and policies outlined in 2008’s
Comprehensive Plan should be:
eliminated or retained
retained and modified
completely re-written or
created for inclusion in a current chapter and/or
new chapter
Objective 2
Dec 2017/
Jan 2018
Engage with other to discuss overlapping issues and assist
with writing appropriate goals and policies.
Objective 3
Jan/Feb
2018
Complete work objectives Objective
1,2,3
March
2018
Make recommendations to policies, goals and/or the
addition of content
Commissions will present recommendations to
the Planning Commission at March work
sessions.
Objective 4
TransportationTransportationTransportationTransportation ToolToolToolTool----KitKitKitKit
Edina Comprehensive Plan Task Force
September 2017
Transportation: Main Ideas
This report was prepared with excerpts from the Transportation Chapter of the 2008 Comprehensive Plan
and the City’s Living Street Policy Plan.
• Maintain and enhance mobility for all residents and businesses through creation
and maintenance of a balanced system of transportation alternatives that
efficiently coordinates both local and through traffic.
• Implement a fully multi-modal transportation system that supports the land use vision
and future land use plan for managing and shaping future growth.
• Reduce the overall dependence on and use of single-occupant vehicles by promoting
land use patterns that allow for shorter vehicular trips and the use of alternative travel
options, while minimizing negative impacts of transportation infrastructure on
environmental and neighborhood quality of life.
• Promote a travel demand management program through a coordinated program of
regulations, marketing, and provision of alternative travel options.
• Provide multiple travel options for transit users, pedestrians, bicyclists, and
rideshare users, as well as for drivers of private automobiles.
• Manage parking provision to encourage joint and shared use of facilities, ride-
sharing (car pools and van pools), bicycle parking, and increased transit use.
• Provide for efficient movement of goods within Edina, while minimizing the impacts
of freight traffic on other trips and reducing negative impacts on land uses on freight
corridors.
Transportation: Current Conditions
Current Conditions:
Overview
The City of Edina is a first-tier suburb within the I-494 beltway. Important regional roadways passing
through or adjacent to the City are: I-494, Trunk Highway (TH) 169, TH 100, and TH 62 (Crosstown).
Cities adjacent to Edina are: Minneapolis, St. Louis Park, Minnetonka, Eden Prairie, Bloomington, and
Richfield. Scheduled transit service for Edina is provided by Metro Transit (a division of the Metropolitan
Council) and Southwest Transit
Functional Classification
The functional classification system is the creation of a roadway and street network that collects and
distributes traffic from neighborhood streets to collector roadways to arterials and ultimately, the
Metropolitan Highway System. Roads are placed into categories based on the degree to which they
provide access to adjacent land versus provide higher-speed mobility for “through” traffic. Functional
classification is a cornerstone of transportation planning. Within this approach, roads are located and
designed to perform their designated function.
The functional classification system used in the City of Edina, as described below, conforms to the
Metropolitan Council standards. The Metropolitan Council has published these criteria in the
Transportation Development Guide/Policy Plan. This guide separates roadways into five (5) street
classifications, including principal arterials, minor arterials (A and B), collectors, and local streets.
Under the following headings, information is provided for each of the respective functional classes, as
well the roadways that fall under those classes in Edina. The descriptions of the characteristics of the
functional classes provided below are based on Metropolitan Council information. It may be noted that
these descriptions represent “ideal conditions” and that not all roadways within that functional class will
fit the specific description due to unique local conditions, history of the roadway, or other factors.
Principal Arterial Roadways. The metropolitan highway system is made up of the principal arterials in
the region. Principal arterials include all Interstate freeways. Interstate freeways connect the region with
other areas in the state and other states. They also connect the metro centers to regional business
concentrations. The emphasis is on mobility as opposed to land access. They connect only with other
Interstate freeways, other principal arterials, and select minor arterials and collectors. The principal
arterials through or adjacent to Edina are: I-494, TH 100, TH 169, and TH 62 (Crosstown).
Minor Arterials. The emphasis of minor arterials is on mobility as opposed to access in the urban area;
only concentrations of commercial or industrial land uses should have direct access to them. The minor
arterial should connect to principal arterials, other minor arterials, and collectors. Connection to some
local streets is acceptable. The Metropolitan Council has identified “A” minor arterials as streets that are
of regional importance because they relieve, expand, or complement the principal arterial system. The
“A” minor arterials in the Edina area are summarized below.
“A” Minor Arterial Roadways
Roadway From To Type
France Ave. (CSAH 17) Southern City Limit Northern City Limit Reliever Arterial
Valley View Rd.* TH 62 W. 66th St. Reliever Arterial
66th St.* Valley View Rd. Eastern City Limit Reliever Arterial
Vernon Ave/Gleason Road
(CSAH 158)
TH 62 TH 100 Reliever Arterial
TH 169 E.
Frontage Rd./78th
St./Edina Ind.
Blvd./77th St./76th St.
Western City Limit Eastern City Limit Reliever Arterial
W. 50th St. (CSAH
21)
TH 100 France Ave.
(CSAH 17)
Augmenter
Arterial
All other minor arterials are considered “B” minor arterials, which have the same function as “A” minor
arterials, but are not eligible for federal funds. The “B” minor arterial roadways in Edina are identified
below.
“B” Minor Arterial Roadways
Roadway From To
York/Xerxes Ave. (CSAH 31) TH 62 Southern City Limit (ultimately
to American Drive,
Bloomington)
Valley View Rd./W. 69th
St.
W. 66th St. York Ave. (CSAH 31)
Collector Streets. The collector system provides connection between neighborhoods and from
neighborhoods to minor business concentrations. It also provides supplementary interconnections of
major traffic generators within the metro centers and regional business concentrations. Mobility and land
access are equally important. Direct land access should predominately be to development concentrations.
In order to preserve the amenities of neighborhoods while still providing direct access to business areas,
these streets are usually spaced at one-half mile intervals in developed areas. Collector roadways in the
Edina are summarized below.
Collector Streets
Street From To
Blake Rd./Interlachen Rd. North City Limit Vernon Ave. (CSAH 158)
Blake Rd./Olinger Blvd. Interlachen Blvd. Tracy Ave.
Londonderry Rd./Lincoln
Dr./Vernon Ave.
TH 169 Gleason Rd.
Gleason Rd TH 62 W. 78th St.
Valley View Road/Tracy Ave. TH 169 Vernon Ave.(CSAH 158)
Cahill Rd. W. 78th St. W. 70th St.
Normandale R./Valley View
Rd.*
Benton Ave. TH 62 (Crosstown)
Normandale Rd./Grange Rd. Benton Ave. W. 50th St.
Minnesota Dr. Parklawn Ave. Edinborough Way
Edinborough Way W. 76th St. Xerxes Ave. (CSAH 31)
Wooddale Ave. W. 50th St. Valley View Rd.
7th St. W./Lincoln Drive TH 169 Maloney Ave.
Maloney Avenue Lincoln Drive Blake Road
Brookside Ave. Interlachen Blvd. North City Limit
44th St. Brookside Ave. East City Limit
Link Rd./Eden Avenue Vernon Ave. W. 50th St.
W. 49 1/2th St./W. 51st St. France Ave. (CSAH 17) France Ave. (CSAH 17)
W. 54th St. Wooddale Ave. East City Limit
Southview Lane Normandale Rd. Concord Ave.
Concord Ave. Southview Ln. Valley View Rd.
W. 58th St. Concord Ave. France Ave. (CSAH 17)
W. 60th St. France Ave. (CSAH 17) Xerxes Ave. (CSAH 31)
Benton Ave. Tracy Ave. TH 100
Hansen Rd. Benton Ave. Vernon Ave. (CSAH 158)
Hillary Lane/Dewey Hill Rd. Valley View Rd. Cahill Rd.
Cahill Rd. W. 78th St. W. 70th St.
McCauley Trail Gleason Rd. Valley View Rd.
TH 100 West Frontage
Rd/Arcadia Ave.
Benton Ave. W. 50th St.
Valley Lane/Ridgeview Valley View Rd (west of Valley View Rd.(east of
Dr./66th St. TH 100) TH 100, south of TH 62)
Antrim Rd. Valley View Rd. W. 70th St.
W. 70th St. Antrim Rd. York Ave. (CSAH 31)
Valley View Rd. W. 70th St. W. 69th Street
Hazelton Rd. France Ave. (CSAH 17) York Ave. (CSAH 31)
Parklawn Ave. France Ave. (CSAH 17) York Ave. (CSAH 31)
York/Xerxes Ave. (CSAH
31)*
North City Limit TH 62
Metro Boulevard Edina Industrial Boulevard W. 70th St.
W. 62nd Street France Ave. (CSAH 17) Valley View Rd.
W. 66th St.* York Ave. (CSAH 31) East City Limit
Washington Ave. Valley View Rd. W. 78th St.
Local Streets provide the most access and the least mobility within the overall functional classification
system. They allow access to individual homes, shops, and similar traffic destinations. Through traffic
should be discouraged by using appropriate geometric designs and traffic control devices.
Jurisdictional Classification
Roadways are classified on the basis of which level of government owns and has jurisdiction over the
given facility. The three levels of government involved are the State of Minnesota (Mn/DOT), Hennepin
County, and the City of Edina. Mn/DOT owns/maintains the Trunk Highway (TH) system, Hennepin
County the County State Aid Highway (CSAH) and County Road (CR) system. The City owns/maintains
the local streets, including Municipal State Aid (MSA) streets.
Existing Paratransit
Paratransit services are provided by Edina Dial-a-Ride Transportation. Door to door service is provided
using a wheelchair lift-equipped van on a first come-first served basis. 2008 hours of operation are
Monday through Friday, 9 a.m. to 3 p.m.
Scheduled Transit
The key transit facility in Edina is the Southdale Transit Center, part of the Southdale Shopping Mall. It
includes a covered shelter area with route/schedule information, with eight transit lines which stop and
link at this location, and 100 parking spaces at its associated park and ride lot.
Scheduled transit service for Edina residents provided by Metro Transit (a division of the Metropolitan
Council) and Southwest Transit is summarized in the table below.
Scheduled Transit Service in Edina (2008)
Route Number Service Route/Area Service Description
6 Edina (includes Southdale Transit Center), Uptown,
downtown Minneapolis, University of Minnesota
High frequency local service, all
day/evening, all week; 5-15 minute
headways
46 Edina (includes 50th/France), south Minneapolis, St
Paul
Local service all day/evening, all week;
30-60 minute headways
114 Edina (includes Southdale Transit Center), south
Minneapolis, Uptown, University of Minnesota
Commuter/student service during a.m.
and
p.m. rush hours, weekdays
146 Edina (Vernon Ave.), southwest Minneapolis,
downtown Minneapolis
Commuter express (I- 35W) service
during a.m. and p.m. rush hours,
weekdays
152 Edina (includes Southdale Transit Center), Lake
Street, University of Minnesota
Commuter/student express (I-35W)
service during a.m. and p.m. rush hours,
weekdays
515 Edina (Includes Southdale Transit Center),
Richfield, South Minneapolis, Bloomington
(includes Mall of America),
Veterans Medical Center (alternate route)
Local service, all day/evening, all week;
10-30 minute headways
538
(B-E Service)
Edina (includes Southdale Transit Center),
Bloomington (includes Mall of America)
Local service, all day/evening, all week;
30-60 minute headways
539
(B-E Service)
Edina (includes Southdale Transit Center),
Bloomington (includes
Normandale Community College, Mall of America)
Local service, all day/evening, all week;
30-60 minute headways
540 Edina, Richfield (includes Best Buy Headquarters),
Bloomington (includes Mall of America)
Local service, all day/evening, all week;
15-30 minute headways during
a.m./p.m. rush hours, otherwise 30-60
minute headways
568 Downtown Minneapolis, south Minneapolis, Edina,
Minnetonka (Opportunity Partners)
Weekdays only, one a.m. run from
Minneapolis to Opportunity Partners;
one p.m. run from Opportunity Partners
to
Minneapolis
578 Edina (includes Southdale Transit Center),
downtown Minneapolis
Commuter express service (TH 62 and
I- 35W) during a.m. and
p.m. rush hours
587 Edina, downtown Minneapolis Commuter express service (TH 100 and
I-
394) during a.m. and
p.m. rush hours, weekdays
631 (Southwest Metro
Transit)
Chanhassen, Eden Prairie, Edina (Southdale Transit
Center)
Weekday service, morning through
evening; approximately 10 runs per day
each direction
Note: all routes are Metro Transit with the exception of 631, which is Southwest Transit. Routes 538 and
539 comprise what is termed Bloomington-Edina (B-E) Area Transit Service, which is planned and
financed by Metro Transit, but is contracted out to private operators. B-E service uses smaller van-type
buses rather than full-sized 40-foot buses.
Access Management
Access management refers to balancing the need for access to local land uses with the need for mobility
and safety on the roadway system. Arterials generally have limited access, collectors allow a greater
degree of access given their combined mobility/access function, and local streets allow the most access of
the roadway functional categories. Appropriate access control works to preserve the high mobility on
arterial streets, along with high accessibility on local streets
Relevant guidelines on curb cut placements include the following:
• No driveway on a local street is to be within 50 feet of a street intersection
• When properties adjoin two streets, the access should be to the lower volume street
Transportation: Trends and Challenges
Roadway Network Planning Traffic Forecasting
To evaluate and plan for future network improvements, traffic forecasts were made for the year 2030
consistent with Metropolitan Council guidelines.
The foundation of the traffic forecasting model is the use of Transportation Analysis Zones (TAZs),
which have boundaries defined by the Metropolitan Council. Information regarding planned/anticipated
future land use is established for individual TAZs, including population, household, and retail/non-retail
employment information. The regional model uses the social and job data from each zone, combined
with roadway information, regional travel tendencies identified from Travel Behavior Inventory surveys,
and other factors, to generate and allocate trips throughout the study area. The TAZ inputs used to
generate 2030 results were based on the land use information discussed in the Land Use and Community
Design Chapter of this Comprehensive Plan. The resulting traffic volumes are shown below:
Safety Analysis
Five-year Mn/DOT crash data for the period 2002-2006 was obtained in Geographic Information System
(GIS) format. It shows that the highest crash locations are at interchanges involving trunk highways, and
he overall France Avenue corridor has a relatively high number of crashes, particularly at the TH 62
interchange, and at higher-volume cross streets. However, locations of particular interest are those that
seem surprisingly high relative to traffic volumes, and therefore may have unique design or other
problems which should be corrected. These locations include the following:
• TH 100/TH 62 interchange – While the interchanges generally have high accident counts,
this one has the most crashes of the interchanges by a significant margin. The majority of
these crashes appear to be where the eastbound-to-northbound loop merges onto northbound
TH 100. The City should coordinate with Mn/DOT to further investigate this location and
potential deficiencies that may be corrected.
• Northbound TH 100 at exit ramp to W. 50th Street/Eden Avenue
• TH 62/Gleason interchange
• France Avenue at W. 58th Street
• France Avenue at W. 65th Street
• France Avenue at Minnesota Drive
• W. 70th Street at Metro Boulevard
• Vernon Avenue at Interlachen Boulevard
These locations should be monitored and further evaluated as deemed appropriate.
Deficiencies, Problem Locations, and General Improvement Needs
The City of Edina is considered fully developed and therefore it is not expected to see substantial traffic
increases over the planning horizon in many locations. However, with the anticipated redevelopment of
land use in some locations, combined with regional traffic trends and considerations, there will be some
areas of significant traffic growth. Taking into account projected future traffic conditions, together with
current issues, the following areas have been identified for recommended improvements and/or
monitoring and further evaluation:
Gateway Area Redevelopment
• The City should require that transportation improvements be clearly identified and addressed.
• The City will expect developers to plan, coordinate and finance their fair share of the required
improvements proactively.
• Any roadway reconfiguration associated with the Gateway redevelopment will need to be
consistent with the long term vision of the East-West Connector roadway summarized below.
France Avenue (I-494 to TH 62) – TH 62/France Avenue interchange and other issues
• Not enough bridge width to provide storage for vehicles waiting in queues on France Avenue at
the interchange. There is a single southbound right turn lane to accommodate both eastbound and
westbound I-494 traffic.
• Hennepin County has identified a roadway re-striping plan which would help address this
problem. This plan separates the traffic turning onto the westbound I-494 ramp from the traffic
turning onto the eastbound loop. The City will work with the County to ensure that this
improvement takes place.
• Could be improved by expanding current traffic management efforts to redirect traffic to
York/Xerxes Avenue along with promoting access and street design to encourage its viability,
though limited by lack of Interchange with I-494.
• A more complete solution is to reconstruct the bridge at this location, costing approximately $15
million. Given that TH 62 is a state highway and France Avenue is a County roadway, it is the
role of Mn/DOT and Hennepin County to secure the bulk of this funding for this long-needed
project.
• An East-west connector corridor north of I-494 could also offer a long-term solution.
W. 70th Street
• Experiences relatively high traffic levels for a roadway passing through a residential setting.
• Traffic levels are currently high end for capacity of 2-lane roadway with turn lanes, residents in
the vicinity have difficulties with traffic conditions.
• Bounded by TH-100 and France Ave, which contribute to traffic levels.
East-West Connector Corridor
• This improvement area would tie into W. 78th Street west of TH 100 at its west end, and W. 76th
Street at its east end. It would involve a new bridge crossing of TH 100, which would relieve
traffic levels on the W.77th Street/Edina Industrial Boulevard Bridge over TH 100.
• The City should continue to coordinate with neighboring communities, Hennepin County, and
Mn/DOT to advance the planning and evaluation of the this corridor as a long-term possibility.
• As redevelopment is proposed and implemented in the southern portion of Edina, consideration
should be given to this potential corridor in terms of long term right-of-way issues and access
design.
• Major stakeholders would include Mn/DOT, Hennepin County, and Metro Transit.
Other important interchange projects
• I-494/TH 169
o High priority
o Not within Edina, but related congestion impacts Edina residents and leads to “cut-
through” traffic on Edina roadways.
• TH 169/Bren Road/Londonderry Road
o Driven by a planned major expansion of a large employer in Minnetonka.
o The City of Edina supports the efforts to improve this interchange, but views the
responsibility to fund improvements to lie with other government bodies and the
expanding employer.
• TH 62/CSAH 31 (Xerxes Avenue)
Trunk Highway system congestion
• Peak period congestion occurs on nearly all of the trunk highway segments passing through or
adjacent to the City. This includes I-494, TH 169, TH 100, and TH 62 (Crosstown Highway). In
addition to the mainline congestion, queuing from ramp meters provides a source of localized
congestion.
Through traffic on local streets
• Various residential areas experience, or perceive that they experience, large amounts of through
traffic.
France Avenue/West 50th Street Intersection
• This intersection, in the middle of a popular older commercial area, is affected by high pedestrian
traffic levels as well as high vehicular traffic volumes. It is a destination for local as well as
many non-local visitors.
West 77th Street/Edina Industrial Boulevard interchange with TH 100
• This interchange experiences congestion related to freeway access and local traffic.
Roadway Functional Classification
For “B” minor arterials and above, the Metropolitan Council determines functional classification for
individual roadways. Local authorities may request changes with justifications, and the Metropolitan
Council makes the final determination. The City of Edina will coordinate with Hennepin County and/or
the Metropolitan Council regarding the appropriate functional classification for the following roadway
segments:
• Vernon Avenue/Gleason Road (CSAH 158) between TH 100 and TH 62
• York/Xerxes Avenue (CSAH 31) between TH 62 and American Boulevard (will also require
coordination with the City of Bloomington)
• Valley View Road/W. 69th Street between W. 66th Street and York Avenue (CSAH 31)
Roadway Jurisdictional Issues
It is generally good policy that Hennepin County and Mn/DOT assume responsibility for and jurisdiction
over the arterial network, and cities assume responsibility for the collector and local street systems. This
is, to a large extent, the situation in Edina. At present, there are no roadways in the City under State
(Mn/DOT) jurisdiction that are being considered for turnback to Hennepin County or the City of Edina,
but there are two identified by Hennepin County for possible turnback to the City of Edina. CSAH 31
(York/Xerxes Avenue) from 50th Street to south City limit and CSAH 158 (Vernon Avenue/Gleason
Road) from TH 100 to TH 62 are identified in its Transportation System Plan. The City of Edina does
not support either turnback option because they serve an inter-community function, and carry significant
traffic not originating or terminating in Edina. In the event the City is ultimately required to accept one or
both of the transfers identified above, it should ensure that the roads are brought up to the appropriate
design and maintenance standards beforehand.
Transportation Demand Management
The primary emphasis of Transportation Demand Management (TDM) is to reduce the number of
vehicular trips on congested roadways during peak travel times. Since the many or most of these trips are
commuter (work) trips, TDM strategies primarily involve places of employment and associated travel
behavior. These strategies are identified below:
• transit
• car/van-pooling
• telecommuting
• flex-time
• non-motorized commuting
In general, the policies or incentives to promote TDM activities are provided through employers.
Cities can increase TDM activities through promotional activities and by coordinating with key
employers to identify and implement TDM plans. The City of Edina is an active member of the 494
Corridor Commission, which is a Transportation Management Organization (TMO) striving to limit
single occupancy vehicle trips on I- 494.
The City of Edina currently requires developers proposing projects with the potential for significant
traffic impacts to submit TDM plans as part of the plan review and approval process. The thresholds
which are currently in place requiring these plans to be generated are projects that would:
• generate 1,000 or more vehicle trips per day, or
• generate 100 or more trips during any one-hour period, or
• increase the traffic levels on an adjacent roadway by 50 percent or more
It is recommended that the City evaluate the possibility of making TDM requirements more rigorous for
developers, perhaps using the Minneapolis program as a guide.
Community/Aesthetic Design for Transportation Facilities
Roadways are an important component in community design because they represent a significant
percentage of the overall land area of any community, they represent public space over which the City has
jurisdiction (the municipal right-of-way area), and are very visible to many travelers, local and non-local.
The Land use and Community Design Chapter established a hierarchy of thoroughfares from a
character/aesthetic perspective, which is distinct from the functional classification system discussed in
this chapter. The functional classification network is used to determine design parameters for
transportation, while the community design hierarchy of thoroughfares involves aesthetic or contextual
design elements which can impact transportation such as pedestrian and biking activity. As stated in the
Land use and Community Design Chapter, the recommended hierarchy of thoroughfares includes the
following:
• Primary Thoroughfares – Centrally located streets that service multiple land uses. Only France
Avenue south of TH 62 is in this category.
• Residential Thoroughfares – Important, linking roadways that run through largely residential
neighborhoods, including Vernon Avenue, Interlachen Boulevard, and North France Avenue.
• Business District Thoroughfares – Serve commercial and office centers. Examples include York
Avenue, W. 66th Street, W. 77th Street, and Metro Boulevard.
Transportation: Transit Services
Scheduled Service
The City of Edina, as an inner ring suburb, is situated to the regional transit network, including regular
commuter service to downtown Minneapolis. The Southdale Transit Center is one of the busiest transit
facilities in the region. However, transit service in western portions of the City is quite limited.
Additionally, the need has been identified to evaluate additional park and ride capacity to improve the
usability of commuter service for Edina residents.
The population of Edina is aging to a greater degree than many communities in the region, and along with
other factors including increasing gasoline costs will likely increase the demand for transit services in the
coming years. The City should to assess on-going demand for enhanced scheduled transit service,
working with Metro Transit and Southwest Transit to advance such service as demand is identified.
Facilities
Metro Transit’s Central-South (Sector 5) Plan (revised 2004) identifies that a park and ride facility (300-
500 car facility) is envisioned at TH 100 and Vernon Avenue. A park-and-ride facility in this location
would be of significant benefit for City residents desiring express service to downtown Minneapolis. This
is particularly true given that there currently is only limited transit service in the western portion of the
City. An assessment of local traffic and other impacts will be required prior to implementing a park and
ride facility at this or any other location within the City.
Circulator Shuttle Service
As discussed above, there is very limited Metro Transit Service in the western portions of Edina. The City
has had discussions with Metro Transit regarding additional circulator service to the western areas,
involving smaller vehicles which would seat between 12 and 18 riders. Metro Transit has determined that
there is not enough demand in this area for it to viably provide such service, given its funding limitations.
The City has preliminarily evaluated the option of providing its own circulator service, summarized
below:
• Baseline capital costs(three vans): approximately $150,000
• Annual operating costs would be over $250,000.
Any more extensive operational scenario would result in substantially higher costs. To move this issue
forward, a more detailed study will be required to address the following issues:
• Clarify the City’s understanding of potential ridership; who will use the service and at what
times?
• Preferred service type and frequency
• If fixed route, identify the optimal routes and stops
• If a hybrid fixed route/flex service, identify optimal operating parameters
• Hours of operations
• Fare structure
Greater Southdale Area Shuttle Service
Studies conducted for the City of Edina have performed preliminary assessments of potential shuttle
transit service in the greater Southdale area. Most recently, the Edina Promenade Urban Design Plan
(URS Corporation) identified a concept involving small bus or tram service shuttling passengers from the
Southdale hospital complex to the north to Edinborough on the south end.
It is recommended that the City perform further study to assess the viability and implementation
requirements associated with proposed shuttle service for the Greater Southdale area, addressing:
• Clear definitions of what function the service is supposed to provide and who its patrons
would be
• Review of similar systems elsewhere
• Assessment of vehicle types
• Service delivery (City operation vs. contractor)
• Preferred route alignment (efficient running time vs. comprehensive “front door” service)
• Infrastructure improvement requirements
• Traffic control requirements
• Overall cost considerations
• Business coordination issues
• Recommendations for pilot project
Light Rail Transit
During the public involvement portion of the Comprehensive Plan preparation process, residents
expressed a desire for Light Rail Transit (LRT) service and asked about the possibility of such service in
Edina. Planning and implementation of LRT systems are primarily the responsibility of the Metropolitan
Council and the metro-area counties. The Metropolitan Council has identified a series of transitway
corridors for planning purposes. The transitway corridor which has the most relevance for Edina is the
Southwest Corridor, Connecting downtown Minneapolis to Eden Prairie, passing just north of the
northwest corner of Edina. Two park and ride transit stations are currently identified for the overall line;
one at Blake Road just north of Excelsior Boulevard, and the other at Excelsior Boulevard just west of TH
169.
Bus Rapid Transit (BRT) is another form of express transit service which often is less expensive than
LRT. However, the costs are significant because of the need for a dedicated transitway (or, at minimum,
substantial transit advantages), and the nature of the service is that these routes are regional in scale. No
regional BRT routes in the vicinity of Edina are currently under consideration.
The Dan Patch corridor has been identified as a possible commuter rail corridor by the Metropolitan
Council. Development of this corridor for commuter rail is beyond the time horizon of this plan (2030).
Transportation: Pedestrian and Bicycle Transportation
Pedestrian Facilities
The goal of this section is to build upon the current City practices to create a framework for planning and
implementation of future sidewalks. An effective municipal sidewalk system provides network continuity
such that there is broad geographic coverage for a range of users and uses, without notable gaps.
A thorough review of the existing sidewalk and path network has been completed by City Staff, using the
following categories, in descending order of priority:
• Public school walking zones
• Park and activity center walking zones
• Retail business walking zones
• Public transit facilities
• Roads where high vehicle traffic volumes create an impediment to pedestrian movements
• Roads defined as Collectors and above
• Roads with State-Aid designation
• Sidewalks internal to larger sites
Citizen- and/or business-petitioned locations will also receive important consideration as they are brought
forward for City review.
A walking zone of 0.7 miles was used for public and private elementary schools, retail business centers
and parks. A one-mile walking zone was used for middle and senior high schools (both public and
private). These zones are consistent with the Edina School District guidelines. Sidewalks within the City
are divided into the following four categories:
1. State-Aid sidewalks are located adjacent to Municipal State-Aid Streets (MSAS) and are funded
from MSAS funds.
2. School Zone sidewalks are identified by the City and Edina School District and are located within
the identified school walking zones.
3. Destination Zone sidewalks are typically located along roadways that link existing systems and
carry over 750 vehicles per day. Examples of destination nodes are business districts, parks and
other community activity areas.
4. Local / Low Volume Street Zone sidewalks are any sidewalks that do not meet any of the above
definitions, but have importance from access and system continuity perspectives.
A boulevard style sidewalk is recommended for new construction wherever feasible to maximize safety
conditions for pedestrians minimize impacts to large trees, avoid steep grades, and generally
accommodate other site constraints. Sidewalks are typically five feet wide; however, a four foot width is
acceptable for boulevard style sidewalks when not maintained by the City of Edina. Boulevard widths
should be approximately five feet wide to allow proper growth of sod.
Financing of the proposed sidewalks are separated into four categories:
1. State-Aid Costs cover any proposed sidewalk located adjacent to a State- Aid designated roadway
and are paid 100 percent by State-Aid funds.
2. Public School Zone Costs will be split using 25 percent City funds, 25 percent School funds, and
50 percent Special Property Assessments.
3. Destination Zone Costs will be split between 25 percent City funds and 75 percent Special
Property Assessments.
4. Local / Low Volume Street Zone Costs will be financed 100 percent through Special Property
Assessments.
Bike Facilities
In 2006, the City Council appointed the Bike Edina Task Force (BETF), made up of citizens interested in
bicycle issues and planning. The BETF has overseen the preparation of the City of Edina Comprehensive
Bicycle Transportation Plan. This document provides a detailed identification of current conditions and
problem areas regarding bicycle facilities within the City. It also provides a vision regarding system-wide
improvements to the City’s bicycling facilities.
It is the goal of the City to improve conditions for bicycling by reducing hazards and by developing and
improving Edina’s bicycle transportation infrastructure so as to invite Edina residents, workers, and
visitors to include bicycling as part of their daily mobility activities. The guiding principles for
improving bicycle facilities in Edina are as follows:
• Improve safety conditions for cyclists, pedestrians, and motorists
• Provide safe routes for all ages and ability levels
• Improve connections to local and regional destinations
• Provide a useful and realistic transportation method within the City
• Promote bicycling to improve community health
Transportation: Movement of Goods and Aviation
No major trucking operations exist within the City. Edina has one rail line, a branch of the Canadian
Pacific, which has low utilization. Most goods movement in Edina is associated with the Cahill light
industrial/warehouse area which is generally bounded by Cahill Road to the west, West 70th Street to the
north, TH 100 to the east, and Edina Industrial Boulevard to the south. Trucks in this area have adequate
access to Trunk Highways without passing through residential neighborhoods. No major improvements to
accommodate goods movement are anticipated to be required over the planning horizon.
Aviation
There currently are no airports within the City of Edina. The closest airport is the Minneapolis-St. Paul
International Airport (MSP) Edina is not in the influence area of MSP as determined by Metropolitan
Council Guidance. Federal Aviation Agency (FAA) height regulations apply to altering or building new
structures. There is currently one heliport in the City of Edina, at the Fairview Southdale Hospital.
Heliports are regulated through City ordinance.
Transportation: Goals, Policies, and Implementation from the 2008
Comprehensive Plan
Transportation Plan Adoption
By adopting the overall Comprehensive Plan Update including the Transportation Chapter, the City
Council will establish the guidelines by which decisions regarding transportation facilities and programs
will be made in Edina. The City should periodically review the assumptions under which the plan was
developed, including estimates of future development, changing financial resources, citizen and
governmental input, and other factors which may arise, and update the plan as appropriate.
Background
The goals and policies provided in this section are based on the policies from the 1999 Edina
Transportation Plan, the 2005 Edina Transportation Commission Policy, and current discussions and
deliberations by the City.
A. Overarching Transportation Goals
1. Maintain and enhance mobility for residents and businesses through creation and maintenance of
a balanced system of transportation alternatives.
2. Implement a fully multi-modal transportation system that supports the land use vision and future
land use plan for managing and shaping future growth.
3. Minimize the impacts of the transportation system on Edina’s environment and neighborhood
quality of life.
4. Reduce the overall dependence on and use of single-occupant vehicles by promoting land use
patterns that allow for shorter vehicular trips and the use of alternative travel options.
5. Ensure that all Edina’s residents, workers, and visitors, including those with transportation
disadvantages, have viable travel options.
6. Promote a travel demand management program through a coordinated program of regulations,
marketing, and provision of alternative travel options.
7. Provide multiple travel options for transit users, pedestrians, bicyclists, and rideshare users, as
well as for drivers of private automobiles.
8. Support attractive and high performance transit service and connections.
9. Manage parking provision to encourage joint and shared use of facilities, ride-sharing (car pools
and van pools), bicycle parking, and increased transit use.
10. Provide for efficient movement of goods within Edina, while minimizing the impacts of freight
traffic on other trips and reducing negative impacts on land uses on freight corridors.
Roadway Design
Goals
1. Design roadway facilities constructed in conjunction with redevelopment projects according to
the intended function.
2. Upgrade existing roadways when warranted by demonstrated volume, safety or functional needs,
taking into consideration environmental limitations.
3. Emphasize improvements to management, maintenance and utilization of the existing street and
highway system.
4. Monitor and address transportation requirements associated with demographic trends, such as an
aging population.
Policies
1. Design/enhance residential street systems to discourage through traffic and to be compatible with
lower speed bicycling and walking. This includes consideration of traffic calming measures on
local streets and, in some cases, collector streets.
2. Design/enhance collector and arterial roadways to minimize through traffic on local streets in the
functional classification system, and to be compatible with other transportation modes including
transit, bicycle and pedestrian.
3. Use adequate transitions and buffers including, but not limited to, earth berms, walls, landscaping
and distance to mitigate the undesirable impact of high volume roadways.
4. Consider the use of sound mitigating features for residential development adjacent to high
volume roadways, and make property owners and land developers responsible for noise
attenuation at new developments near high volume roadways.
5. Encourage beautification of local roadways, where appropriate, with amenities such as boulevard
trees, decorative street lighting, and monuments.
Roadway Function and Access
Goals
1. Provide logical street networks to connect residential areas to the regional highway system and
local activity centers.
2. Adequately control access points to the regional roadway system (including minor arterials) in
terms of driveway openings and side street intersections.
3. Provide access to the local street system (including collector and local streets) in a manner that
balances the need to safely and efficiently operate the street system with the need for access to
land.
4. Review and monitor citywide traffic volumes, congestion, existing traffic calming devices and
measures, accident history, vehicle violation history, speed limits and enforcement.
5. Educate public on vehicle operations including public relations campaigns that focus on
individual responsibilities to each other rather than individual rights only.
6. Implement measures to reduce non-local, cut-through traffic in cooperation with County and
State efforts by developing a local traffic calming policy to mitigate the effects of cut-through
traffic. Identify the origin and destination of cut-through traffic.
7. Evaluate and implement measures required for school safety.
Policies
1. Encourage, through roadway design and signage, intra-area trips on minor arterials rather than the
principal arterial system, and promote serving regional trips on the metropolitan highway
system.
2. Separate, to the extent possible, conflicting uses on the roadway system in order to minimize
safety problems. Give special attention to pedestrian and bicycle routes.
3. Provide access to redeveloping sites using current functional classification and standards rather
than the existing access at the sites.
4. Review and update regional and local functional street classification and coordinate with adjacent
cities and Hennepin County. Establish subcategory classifications and criteria for local streets if
warranted. Revise local roadway classifications when warranted.
5. Review and recommend traffic calming policies and consider traffic calming implementation
where requested by residents.
6. When requested by the Edina Transportation Commission and/or the Planning Commission,
review land use that may impact traffic implementations. Continue to monitor adjacent
community redevelopment and other activity that potentially impacts the City of Edina.
Roadway Maintenance and Operation
Goals
1. Cooperate with other agencies having jurisdiction over streets and highways in Edina to assure
good roadway conditions and operating efficiency.
2. Continue the implementation of the I-494 frontage road system through ongoing coordination
with Mn/DOT, Hennepin County, and the cities of Richfield and Bloomington.
3. Maintain roads by repairing weather-related and other damage. Continue current on-going
pavement improvement plan.
4. Use economic and environmentally sound management techniques for snow and ice removal.
5. Track developments regarding the most current transportation systems and technologies, evaluate
and implement as warranted.
Policies
1. Replace substandard bridges and bridges that present safety or traffic problems.
2. Support state legislation to decrease statutory urban speed limits from 30 to 25 miles per hour.
3. Complete speed zone studies and establish speed zones for Safe Routes to School.
Roadway Network Implementation
Goals
• TH 62/France Avenue Bridge reconstruction – continue to promote the advancement of this
project, working with Mn/DOT, Hennepin County, and local organizations including adjacent
landowners. Partner with these organizations in efforts to secure future funding for the necessary
improvements.
• France Avenue – work with Hennepin County to ensure the overall operation and safety of
this roadway, particularly at its interchanges with TH 62 and I-494.
• W. 70th Street – consider study recommendations, balancing local concerns with
transportation network factors.
• Gateway redevelopment project area – continue to work with the local developer to define
roadway needs and ensure that the developer (s) participates appropriately in the funding of
improvements.
• East-west connector roadway – continue to coordinate with adjacent communities, Mn/DOT,
and Hennepin County to discuss and advance this concept as appropriate.
• Functional classification – work with the Metropolitan Council and other agencies as needed
regarding the appropriate functional classification of the following roadway segments:
o Vernon Avenue/Gleason Road (CSAH 158) between TH 100 and TH 62
o Xerxes/York Avenue between TH 62 and American Boulevard (Bloomington)
o Valley View Road/W. 69th Street between W. 66th Street and York Avenue (CSAH 31)
• Jurisdictional Classification – Hennepin County has identified two roadway segments as
potential candidates to turn back to the City. The City opposes these reclassifications. The City
should coordinate as needed with Hennepin County to demonstrate that turning back
jurisdictional authority to the City is not appropriate for the following locations:
o Vernon Avenue/Gleason Road (CSAH 158) between TH 62 and TH 100
o York/Xerxes Avenue (CSAH 31) between I-494 and 50th Street (CSAH 21)
Transit/Transportation Demand Management (TDM)
Goals
1. Participate in the I-494 Corridor Commission to encourage all forms of travel demand
management in order to reduce single occupancy vehicle travel, overall vehicle miles of travel,
reduce petroleum consumption, and improve air quality.
2. Review and recommend policies necessitating a Transportation Demand Management Plan and/or
a mass transit component with all types of development. Review and implement substantive
requirements associated with these TDM Plans, potentially including TDM escrow accounts,
transit passes, preferential parking for car-poolers, and other measures.
3. Find a location for an additional Park and Ride facility to be established in close proximity to
major mass transit routes including TH 100 and Vernon Ave./W. 50th Street. Review the
potential need to expand capacity at the existing Southdale Park and ride facility.
4. Review all major new developments in light of the potential for ridesharing including bus
accessibility, preferential parking for carpools/vanpools, and mixed-use development.
5. Support High Occupancy Vehicle (HOV) bypasses and other preferential treatments for transit
and high occupancy vehicles on streets and highways.
6. Include transit planning in the construction or upgrading of streets and highways.
7. Pursue development of a circulator system within the City.
8. Review and potentially implement the option of increasing TDM requirements for developers.
Parking
Goals
1. Review new developments for adequacy of parking based upon need, the potential for joint use of
parking facilities and opportunities to encourage ridesharing.
2. Continue to limit on-street parking in and near congested commercial areas.
Policies
1. Work with appropriate commissions such as Planning and Zoning to review City Code, Section
850.08 Parking and Circulation to identify parking based upon needs.
2. Address specific parking requirements in small area plans for given study areas.
Pedestrians/Bicycles
Goals
1. Provide accessibility to pedestrians and bicycles at major activity centers, including necessary
storage facilities.
2. Create pedestrian and bicycle interconnections among major generators, with continuity across
major roadways and other barriers.
3. Promote safe walking, bicycling and driving. Promote vehicle driver respect for bicycles and
pedestrians along with bicyclists and pedestrian observance of signs and use of designated paths
for travel.
4. Provide appropriate signage in areas of potential conflict between pedestrians and automobile
traffic.
5. Review special assessment methodology for funding the construction of sidewalks and trails.
Policies
1. Review and recommend construction of pedestrian and bike paths throughout Edina
cooperatively with the Three Rivers Park District and Hennepin County.
2. Support inclusion of pedestrian and bicycle access planning when upgrading roadways, bridges
and redevelopment projects.
3. Provide sidewalks and safe crossings for areas of potential pedestrian/vehicle conflicts, including
high-traffic streets, commercial areas, areas with transit access, and in high-density residential
locations.
4. Separate pedestrian traffic from bicycle traffic to ensure desired safety conditions. When a
bicycle facility is provided, consideration should also be given to providing a corresponding
pedestrian way where possible. This could be as a separate facility or through striping.
5. Support recommendations of the Comprehensive Bicycle Transportation Plan for
implementation.
Goods Movement
Goals
1. Serve major truck users and intermodal facilities with good minor arterial access to the metropolitan
highway system.
Funding and Jurisdiction
Goals
1. Pursue and support regional or multi-community funding sources for improvements that provide
regional or multi-community benefit.
2. Support research efforts into more efficient and cost-effective management, maintenance and
replacement of street surfaces.
3. Support governmental jurisdiction over roadways that reflect the role of the roadway in the
overall transportation system.
4. Encourage the legislature to continue a dedicated source for funding for efficient mass transit.
5. Encourage the legislature to provide stable, long-term roadway funding for capital,
operating/traffic management, and maintenance.
6. Develop and support legislation permitting a transportation utility.
Policies
Funding for transportation improvements and programs can be obtained from a variety of sources, as
listed below:
• Property Taxes
• State Aid
• Federal Transportation Funds
• Cooperative Agreements with Mn/DOT and/or Hennepin County
• Tax Increment Financing (TIF)
• Developer Contributions/Impact Fees
• Assessments
• Capital Improvement Program
Two potential sources of transportation funding have been proposed and discussed for a number of years,
but are not currently allowed under state law. They are:
• Road Access Charge – All new developments would be charged based on the trip generation rates
of the given development, without an estimation or documentation of specific traffic impacts or
improvement requirements. It would be analogous to the Sewer Access Charge (SAC) for access
to the Metropolitan Council’s sanitary sewer system. Revenues from this source could be used to
build or improve collector and arterial roadways within the local jurisdiction collecting the tax.
• Transportation Utility Billing – All properties within the local jurisdiction would be subject to a
periodic fee, based on the number of vehicle trips generated by the type of property. The pool of
funding generated in this manner would be used for community-wide transportation
improvements such as preventive maintenance and road reconstruction. The periodic nature of the
billing would be beneficial in terms of supporting on-going or routine roadway maintenance
projects through the entire network.
The City should continue to support and promote the passage of legislation at the state level which would
allow these forms of dedicated local transportation revenue generation.
From Edina’s Living Streets Plan 2015
The Living Streets plan has significant overlap in defining the goals of Edina’s Planning Department with
the 2008 Comprehensive plan. There is a strong focus on environmentally and socially sustainable,
livable, engaged communities. Highlighted here are the concrete updates or deviations from the 2008
comprehensive plan. The Living Streets Plan is founded on a set of core ideas and principles, which
shape goals and policies.
All Users and All Modes
• Principle 1: Living Streets are high-quality transportation facilities that meet the needs of the
most vulnerable users such as pedestrians, cyclists, children, seniors and the disabled; and
• Principle 2: Living Streets provide access and mobility for all transportation modes while
enhancing safety and convenience for all users.
Connectivity
• Principle 3: The City designs, operates and maintains a transportation system that provides a
highly connected network of streets that accommodate all modes of travel;
• Principle 4: The City seeks opportunities to overcome barriers to active transportation by
preserving and repurposing existing rights-of-way and adding new rights-of-way to enhance
connectivity for pedestrians, bicyclists and transit;
• Principle 5: The City prioritizes improvements to non-motorized connections to key
destinations such as public facilities, public transit, the regional transportation network and
commercial areas;
• Principle 6: The City will require new developments to provide interconnected street and
sidewalk networks that connect to existing or planned streets or sidewalks on the perimeter of the
development; and
• Principle 7: Projects will include consideration of the logical termini by mode. For example,
the logical termini for a bike lane or sidewalk may extend beyond the traditional limits of a street
construction or reconstruction project, in order to ensure multimodal connectivity and continuity.
Context Sensitivity
• Principle 8: Living Streets are developed with input from stakeholders and designed to
consider neighborhood character and promote a strong sense of place;
• Principle 9: Living Streets preserve and protect natural features such as waterways, urban
forest, sensitive slopes and soils;
• Principle 10: Living Streets are designed and built with coordination between business and
property owners along commercial corridors to develop vibrant commercial districts;
• Principle 11: Living Streets coordinate with regional transit networks and regional authorities;
and
• Principle 12: The City will consider the fiscal context of projects and potential financial
impacts when implementing Living Streets at the project level.
Sustainability
• Principle 13: Living Streets will improve the current and future quality of life of the public,
• Principle 14: Living Streets will reduce environmental impacts associated with the
construction and operation of roadways; and
• Principle 15: The City will increase the life span and resilience of its infrastructure and will
build infrastructure with consideration for lifecycle costs and ease of maintenance.
•
Design Guidelines
Goals:
• Keep street pavement widths to the minimum necessary.
• Provide well-designed pedestrian accommodation in the form of sidewalks or shared-use
pathways on all arterial, collector and local connector streets. Sidewalks shall also be required
where streets abut a public school, public building, community playfield or neighborhood park.
Termini will be determined by context.
• Provide frequent, convenient and safe street crossings. These may be at intersections designed to
be pedestrian friendly, or at mid-block locations where needed and appropriate.
• Provide bicycle accommodation on all primary bike routes.
• Allocate right-of-way for boulevards.
• Allocate right-of-way for parking only when necessary and not in conflict with Living Streets
principles.
• Consider streets as part of our natural ecosystem and incorporate landscaping, trees, rain gardens
and other features to improve air and water quality.
• Every street and neighborhood is a comfortable place for walking and bicycling.
• Every child can walk or bike to school or a park safely.
• Seniors, children, and disabled people can cross all streets safely and comfortably.
• An active way of life is available to all.
• There are zero traffic fatalities or serious injuries.
• Reduce untreated street water flows into local waterways and reduce storm water volume.
• The use of infrastructure that retains, settles, filters, infiltrates, diverts or reduces the volume of
stormwater that flows to local surface waters.
• Retail streets stay or become popular regional destinations.
Policies:
The City will draw on the following data to measure performance:
• Number of crashes or transportation-related injuries reported to the Police Department.
• Number and type of traffic safety complaints or requests.
• Resident responses to transportation related questions in resident surveys.
• Resident responses to post-project surveys.
• The number of trips by walking, bicycling and transit (if applicable) as measured before and after
the project.
• Envision ratings from the Institute for Sustainable Infrastructure.
• Additional performance measures may be identified as this Policy is implemented.
Functional Roadway Classification
A new street classification called the “Local Connector,” accommodating local through traffic, is
introduced as part of the Living Streets Plan. In terms of current functional classification, this Living
Streets Plan applies to the Local Streets, Collectors and Minor Arterials as defined in the Comprehensive
Plan. When the next required update to the Comprehensive Plan occurs, it is recommended that the
Local Connector be added to the City’s functional classifications, including the definition that
differentiates it from the Local Street classification.
The following Living Streets standards and typical street cross-sections apply to Local Connectors.
• Average daily traffic (ADT) of at least 1,000 vehicles.
• Serves as a connection between neighborhoods, destinations and higher-level roadways.
• Street Width: 24 feet to 30 feet, depending on context and facilities included (see above).
• Travel Lanes: Two, typically without pavement markings.
• Parking: Provided along one side of the street, or along both sides if deemed necessary.
• Bicycle Facilities: Required if on an approved primary bike route, recommended if on an
approved secondary bike route.
• Sidewalks: Required on one side of the street at minimum, on both sides as determined by
context.
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. Roadway width depends on context and facilities.
Bicycle Facilities
Goals
1. Expansion of existing networks and providing connections to key traffic generators or
destinations provide immediate benefit to all network users and is a top priority.
2. Network connections serving vulnerable users such as children, seniors and the disabled are a top
priority.
3. Network connections serving high-volume uses such as schools, retail destinations or regional
public transit are a top priority.
Policies
1. Bicycle facilities will be classified as the following:
• “Share the Road”
• Bike Boulevard
• Shared Lane Markings/ Sharrows
• Advisory Bike Lanes
• Paved Shoulders
• Bike Lanes
• Buffered Bike Lanes
• Protected Bike Lanes
• Shared Use Path
2. The following strategies will be employed to improve bicyclist safety:
• Bicycle Signal Detection
• Green painted Bike Lanes at Conflict Points
Community Engagement
Goals
During the development of project recommendations, the City of Edina will:
• Clearly define the scope of the project and the engagement process that will take place;
• Communicate the latitude afforded to the stakeholder to influence the project recommendations;
• Proactively share data that support preliminary recommendations;
• Invite the public to the process as early as possible and conduct open and public forum(s) that
welcomes conversation and builds trust;
• Encourage a wide diversity of stakeholder communication over multiple channels of
communication/media;
• Set a civil tone and encourage communication among neighbors to build the capacity of
neighborhoods to work together to define and solve problems; and
• Keep records of public input and summarize issues and consideration in project
recommendations.
Policies: The City of Edina has established a program for communication and outreach as part of its
annual street reconstruction process. Engagement about Living Streets will become a part of this program.
The following is a typical timeline for resident engagement for roadway reconstruction projects.
• August: Informational Letter to residents (for preceding two years construction)
• Mid-September: Open House (for preceding two years construction)
• May/June: Resident Feedback Requested by Questionnaire
• July/August: Neighborhood Informational Meeting
• December: Feasibility Report/Public Hearing
• January – March: Plan Preparation/Bidding
• April/May: Start of Construction
• October/November: Completion of Construction
• Following Spring: Warranty Work
• Following Summer/Fall: Final Assessment Hearing
2008 COMPREHENSIVE PLAN CHAPTERS
A Commission will be provided a chapter(s) as the lead reviewer. This does not mean
Commission’s cannot provide input on other chapters AND there may be cases when a
Commission creates content that might be better served by its own chapter. The 2008
chapters includes:
Land use
Transportation
Housing
Water Resources
Parks
Health
Heritage Preservation
Sustainability
Community Facilities and Services
Chapter Responsibility Chart:
We will look to Commissions for input on chapters most closely related to the goals and
missions of the Commission. The chart designates the chapter or chapters your commission will
be asked to focus on.
Chapter Title Commission(s)
Community Profile Human Rights and Relations Commission
Community Health Commission
Landuse & Community Design Planning Commission
Housing Human Rights and Relations Commission
Heritage Preservation Heritage Preservation Commission
Transportation Transportation Commission
Water Resources Management Energy and Environment Commission
Parks, Open Space and Natural Resources Parks and Recreation Commission
Arts and Culture Commission
Energy, Environment, and Resilience* Energy and Environment Commission
Community Services and Facilities Parks and Recreation Commission
Community Health Commission
Human Rights and Relations Commission
Arts and Culture
Comprehensive Plan: Chapter Assessment ToolChapter Title: xxxxCommission Name: xxxxxCurrent GoalsEliminate from 2018 planStill Relevant, Include in 2018 planStill Relevant, but should be updated12345New Goals1234Current Policies123New Policies123
GOAL AND POLICY DEVELOPMENT EXAMPLE
The example goal and policy included in this tool kit was taken from the Parks, Open Space
and Natural Resources Chapter of the 2008 Comprehensive Plan. Each chapter in the 2008
Comprehensive Plan concludes with goals and policies that:
discuss aspirations, a vision, and steps the city will take
establish parameters and define overall approaches and directions the city will follow
The chapter on Parks, Open Space, and Natural Resources provides a particularly useful example
for Commissions on how these might be written for inclusion in the 2018 comprehensive plan
update.
Setting the stage for a successful physical plan are policies that are outlined in the plan. As a
policy plan, the plan document will reflect community goals and aspirations in terms of
community development. (These have largely been defined in Vision Edina and through the Big
Ideas Workshop.) High-level policies are the backbone of the plan because they will provide
overall direction, set parameters and limits, and guide the development of the physical plan.
Provided below (for your consideration as you review, analyze, and document goals and policies)
are excerpts from the 2008 Comprehensive Plan’s Parks, Open Space, and Natural Resources
Chapter.
EXAMPLE BELOW:
Natural Resources Conservation and Management
Background
Over the past decade, residents of the Twin Cities metropolitan area and nation-wide have shown an
increased interest in the preservation and restoration of open space and unique natural areas. Consistent
with national trends, Edina residents have voiced a strong interest in the protection and restoration of
Edina’s natural resources. The community wants to examine ways to better restore native landscaping and
maintain native vegetative buffers along the riparian corridors of Minnehaha Creek and Nine-Mile Creek,
and the small lakes in Edina, to maintain and improve water quality, and to provide more and higher
quality habitat for birds and wildlife.
The Community Needs Assessment Survey shows that 66 percent of Edina residents have a need/desire
for natural areas and wildlife habitats compared to 48 percent which is the national benchmark response
for that need/desire. Edina residents feel strongly about natural resources, natural areas and their
protection and (where appropriate) restoration. The need/desire for natural areas and wildlife habitat was
second only to the highest need/desire, which was walking and biking trails at 86 percent. Third place
was the need for golf courses (49 percent) and fourth was playground equipment at 45 percent.
The City owns over 1,565 acres of park land and open space areas and the City is essentially 100 percent
developed. Therefore, in establishing goals for Edina’s natural resources the primary focus is on
establishing restoration and preservation management practices. Open space areas owned by the City are
intended to remain protected and preserved from any future development. Therefore, the focus will be to
determine what level of management and restoration is desired for Edina’s natural resources.
Policies
1. The City’s Parks Department will conduct resource inventories and assessments to identify
Edina’s prairies, woods and wetlands and produce a landscape comprehensive resource map. The
inventories and assessments will identify rare plant and animal species, and exotic non-native
plant species. The assessment can also include other important information such as soil types,
existing infrastructures, and areas of significant historical and cultural values.
2. The City will establish a Natural Resources Conservation and Management Plan that outlines
policies to address exotic or invasive plants and further protect native habitats for the health and
safety of the public.
3. The City will develop a landscaping master plan, which will be updated on an annual basis,
to identify additional landscape plantings are desired for each park.
4. The City will continue to coordinate with the Minnesota DNR and continue to carry out all
Minnesota state mandates for shade tree disease control and noxious weed control.
5. The City will develop and implement a program for maintaining trees throughout the City, and
replacing them as necessary.
,
6. The City, through its Parks Commission and Energy and Environment Commission, initiate
programs to embrace and utilize volunteer service that provides valuable resident input and
advice on natural resource conservation and management plans.
7. The City will not sell any park and/or open space property currently owned by the City. An
exception to this policy might include a property exchange for land of equal or greater value that is
determined to be in the best interest of the community.
Goals
1. Establish a scientifically-based Natural Resources Conservation and Management Plan to identify,
restore and/or protect natural resources and native wildlife habitat. The primary reason to restore
and/or protect natural resources is to sustain their ecological integrity and functions and protect the
health and safety of the public. Natural resource areas shall include prairies, woods and wetlands.
The Water Resources Management Plan is addressed under the Water Resources section of this
Comprehensive Plan.
2. Ensure that Edina’s development regulations include provisions for protection of the shorelands of
those sections of Minnehaha Creek and Nine-Mile Creek within Edina, and for the shorelands of the
lakes within Edina.
3. Identify a master landscape plantings plan for all Edina parks, which is the final phase of park
development that has yet to be completed.
4. Conserve, and replace as necessary, Edina’s urban forest to ensure the long- term vitality and
viability of this integral part of Edina’s overall identity and attractiveness.
VISION EDINA
CITY OF EDINA
STRATEGIC VISION and FRAMEWORK
This vision and framework is an outcome of the broad-based community engagement and
visioning process, conducted between September and December 2014
May 2015
CITY OF EDINA
STRATEGIC VISION AND FRAMEWORK
VISION EDINA
This vision and framework is an outcome of the broad-based community engagement and
visioning process, conducted between September and December 2014.
May 2015
Vision Edina – Strategic Vision Framework – May 2015 3
VISION EDINA
Vision Edina represents a fresh look at the future for the City of Edina. This work builds on the previous
Edina Vision 20/20 planning work that was undertaken 15 years ago. Since that time, the world has changed.
We are subject to stronger external trends and forces, and we face renewed pressures with increasing
population and developmental pressure. The future we face is one filled with greater uncertainty, more rapid
pace of change and emerging new opportunities. Vision Edina allows us to step back and look again at the
big picture, and decide how we continue to evolve to remain a relevant, competitive and progressive city.
Vision Edina is a long-term strategic framework that helps our community understand and guide the
important decision-making that will impact Edina’s future. This framework lays out the key issues identified
by our community, which we need to be focusing our attention and resources on, over the coming years. The
Vision Edina work and publications have been developed through a broad-based and inclusive community
visioning process conducted in 2014.
It is proposed that the current City of Edina mission statement remain largely unchanged. This is a potent
and relevant mission statement that has, and continues to, serve the City well.
“Our mission is to provide effective and valued public services, maintain a sound public
infrastructure, offer premier public facilities and guide the development and redevelopment
of lands, all in a manner that sustains and improves the health and uncommonly high quality
of life enjoyed by our residents and businesses.”
INSERT SECTION TITLE HEREBALANCING EDINA’S REDEVELOPMENT
Vision Edina – Strategic Vision Framework – May 20154
INSERT SECTION TITLE HERE
EDINA’S VISION STATEMENT
Edina holds a well-earned reputation as a city of choice. It is the model of a successful, mature, and
progressive urban community, that strives to lead in a modern and evolving world. We maintain
our heritage and attractiveness, and afford our residents the highest quality of life, while actively
embracing the future.
The features that define our future community include:
Inclusive and Connected
• Our community embraces diversity and cherishes the contributions of all residents and stakeholders.
• Our community offers an enticing mix of residential development that retains and builds upon our
strong foundation of single-family housing, but also includes a dimension of higher density multi-
family options, especially for the young and the old.
• We strive to promote a healthy demographic mix that builds on the tradition of multi-generational
families, and also provides entry opportunities for new people seeking to raise families, start
businesses, and join our quality community.
• Our residents enjoy a wide range of transportation options that foster mobility and interconnectedness.
• Our cohesive neighborhoods are able to retain their unique individual character, while being linked
seamlessly together into the broader fabric of our city.
• Our residents benefit from close access to parks and other gathering spaces where they can regenerate,
connect with community members and enjoy nature.
Built-to-Scale Development
• Our community has worked hard to create an innovative and long-term comprehensive development
policy that strikes the right balance between renewal and progress, and protection and preservation.
• Our development policy promotes partnerships between developers and community members and
encourages innovative ideas.
• Our community’s commercial and retail base has been significantly enhanced through the creation of
more mixed-use locations, carefully woven throughout our neighborhoods.
• We have proactively developed planning procedures and policies that allow the character of our
neighborhoods to be preserved and enhanced. Local development reflects the aspirations of both
neighborhood residents and the community as a whole.
EDINA’S VISION STATEMENT
Vision Edina – Strategic Vision Framework – May 2015 5
Sustainable Environment
• Edina has focused and invested in world-class citywide resource management systems, built around
the leading principles of environmental sustainability.
• We have substantially reduced our overall environmental impact and significantly increased our
resource use efficiency.
• Our planning has integrated the best-proven standards of sustainable building and environmental
stewardship into all aspects of our city planning and building codes.
• Our community continues to treasure and protect our public spaces and parks. We have enhanced our
biodiversity and natural ecosystems, which in turn support and purify our natural environment.
A Community of Learning
• Edina has continued to evolve as a highly engaged community, where residents share the responsibility
for decision making and working collectively toward the common vision.
• We recognize and appreciate the significant value of our education system, and we continue to work
and invest to strengthen and grow this key community asset.
• As technology and society have evolved, so has our prized education system. We have a high quality,
future- oriented education system, which undeniably prepares our students to thrive in an increasingly
competitive and globalized world.
• As residents, we never tire in our pursuit of knowledge and understanding. We collectively promote
the value of engagement and education, and we ensure that we have the capacity as a community to
understand and remain agile in a fast changing and complex world.
Future-Oriented
• As a community, we continually look forward and are always working to remain competitive, relevant
and innovative. We stand on the foundation of our traditions, but are not afraid to adapt and change
as the city evolves.
• Our city leaders and organizations are actively engaged in regional leadership and in ensuring the
interests of Edina are represented at the level of the Twin Cities metropolis, but also beyond.
• Edina is willing to use its resources and expertise to apply new ideas and technology, and we actively
invest ourselves in finding and creating innovative solutions to the emerging challenges of living in a
major city.
INSERT SECTION TITLE HEREEDINA’S VISION STATEMENT
Vision Edina – Strategic Vision Framework – May 20156
INSERT SECTION TITLE HERE
STRATEGIC FOCUS AREA, ISSUES AND ACTIONS
Eight key strategic focus areas have emerged through the Vision Edina process. These areas are built
from the key drivers and issues identified early in the Vision Edina process, and have carried through the
extensive community and stakeholder engagement process. These focus areas, and the attendant issues
and actions, represent emerging priority areas that can both leverage and guide the future evolution of
our city. This is not intended to be an exhaustive list, and in no way displaces the underlying foundational
work that continues on our key areas of infrastructure, community services, governance and fiscal
management. Rather, these strategic focus areas represent key emerging priorities, and reflect the core
drivers of our future that can be summarized in the categories of Balancing Edina’s Redevelopment, and
Enhancing Our Community Fabric and Character.
STRATEGIC FOCUS AREA, ISSUES AND ACTIONS
Vision Edina – Strategic Vision Framework – May 2015 7
INSERT SECTION TITLE HEREBALANCING EDINA’S REDEVELOPMENT
1. RESIDENTIAL DEVELOPMENT MIX
The issue of residential property development has been repeatedly raised throughout the Vision Edina
process. The City has been faced with a number of redevelopment pressures and challenges across
numerous areas. Residents strongly favor a continued focus on the single-family housing nature of the
majority of the city neighborhoods, but there is increasing concern about the trend and impact of so-called
‘teardowns’ on the community. There is also recognition of some need for additional multi-family options
to create more diversity in housing affordability. This would provide increased options at all stages of life
and attract younger residents.
ISSUES
• Residential neighborhoods continue to serve as the defining characteristic of the city, and there is a
high desire to protect and enhance such neighborhoods.
• Residents take a great deal of pride in their homes, and express concern about the escalating
redevelopment pressures facing some neighborhood areas.
• Edina continues to face competition from neighboring communities that claim to offer a similar
quality of life while also offering more available land for development.
• The community must balance the needs of the families that have defined its character, with an aging
population that desires to ‘age in place.’
STRATEGIC ACTIONS
• Further encourage the development of neighborhood associations and the overall neighborhood
concept. Define the unique character and brand of each of the well-established neighborhoods,
and explore innovative planning guidelines to allow preservation and enhancement of the desired
neighborhood visual appeal.
• Pursue further planning and development options that protect and locate key amenities, such as
parks and community facilities, within the neighborhood framework to allow neighborhood centers
and focus points to further evolve.
• Continue to explore options for new multi-family housing throughout the city in mixed-use areas and
near public spaces, including areas such as Southdale, Pentagon Park and Grandview.
• Work to create affordable housing options close to transit, shopping and employment centers.
Vision Edina – Strategic Vision Framework – May 20158
INSERT SECTION TITLE HERE
2. TRANSPORTATION OPTIONS
Participants in the Vision Edina process expressed a strong desire to continue to expand a variety of
transportation options to both reduce dependency on automobiles and enhance the community’s work
and life balance, and ease of connectivity. Walking, biking, and transit options represent key amenities
that help residents feel connected to their community, and improve the overall quality of life. A diversity
of transportation options is also highly preferred among younger residents. However, such options have
met resistance in some areas, largely a reflection of a ‘not in my back yard’ reaction. The larger community
sentiment of support should be highlighted to advance policies and developments deemed to be in the
larger public good.
ISSUES
• The community’s infrastructure continues to age and be stressed by increasing traffic volume.
• The majority of Edina’s employed population works outside of the city and is therefore reliant on the
connectivity and maintenance of the roadway system for their livelihood.
• The community overall is highly supportive of increased diversity and integration of transportation
and local access options.
STRATEGIC ACTIONS
• Undertake community education and promotion to highlight the broad support and benefits of more
diverse transportation options, and particularly to highlight the support expressed across multiple
age demographics.
• Work to expand transit options to Edina, and ensure that Edina residents do not become further
isolated from the larger transit infrastructure.
• Develop an integrated long-term plan that lays out a future-oriented and ambitious transportation
network that covers multiple modes of transportation, and takes into account potential impacts of
future technology on transportation modes and corridors.
• Continue to promote and develop the sidewalk, trail and bike networks to improve accessibility and
connectivity throughout the city and beyond.
BALANCING EDINA’S REDEVELOPMENT
Vision Edina – Strategic Vision Framework – May 2015 9
3. COMMERCIAL DEVELOPMENT MIX
Edina has traditionally embraced commercial development along a relatively narrow corridor along France
Avenue, and originally anchored by Southdale Center. While this practice has been successful and has led
to additional growth along France Avenue, Vision Edina participants have expressed a desire for easier and
more proximal access to small retail options and other amenities. Many participants of the engagement
process highlighted the unique and appealing experience of the 50th & France district. New development
opportunities can build upon this example and model to develop neighborhood nodes of an appropriate
scale in other locations across the city.
ISSUES
• Edina has historically favored large-scale commercial development. Best practice and community
desire has moved toward also including smaller-scale models.
• Residents currently feel somewhat disconnected from common amenities, including banking, dry
cleaning, groceries and pharmacies – and this is an issue likely to be exacerbated with an aging
population.
• The community has significant redevelopment opportunities in the Pentagon Park, Grandview, and
Southdale areas, but as of yet, there appears to be no clear consensus as to the best and most
appropriate uses and ultimate outcomes.
STRATEGIC ACTIONS
• In light of the escalating developmental pressures facing the Council and City, the City should as a
priority renew its broader land use plan. This plan should examine and consider the future broad fabric
of the community, and begin to define key nodes of higher-density mixed use, and potential nodes of
small-scale commercial opportunity, embedded in more of a neighborhood context.
• More consideration of scale and appropriate mixed use could be used in the review of new commercial
development proposals, especially to take into account the compounding impact of numerous
developments in close proximity and the concerns about this overall impact on streetscape,
environmental aspects, transportation and utilities and services.
• The community should further examine and consider the development of small neighborhood-based
business nodes to provide a range of local amenities and services.
• Edina should continue to explore strategies that promote the continued vitality of existing core retail
zones around Southdale Center, and also actively pursue economic development strategies targeting
specific professional services clusters. These approaches could enhance the core economic underpinning
of the local economy.
INSERT SECTION TITLE HEREBALANCING EDINA’S REDEVELOPMENT
Vision Edina – Strategic Vision Framework – May 201510
INSERT SECTION TITLE HERE
4. LIVE AND WORK
Edina’s community has a large number of high-wage earners, most of whom commute to areas outside
the city for work. Therefore, Edina is highly dependent on the vitality of the regional economy to maintain
prosperity. At the same time, the community also recognizes a growing desire, especially among young
professionals, to both live and work in the same location. There is evidence to suggest this represents
part of a larger societal trend, and could have important implications to the future location appeal of
Edina. The city currently offers limited opportunities to do so, as a mismatch exists between the wage-
earning potential of many of the employment opportunities in the community and the relatively high cost
of quality housing. However, the city is very well endowed with recreation facilities, which offers excellent
outdoor and sporting amenities.
ISSUES
• Many of the city’s residents commute outside of the city for work. This creates a disincentive to
young professionals who may aspire to live and work in Edina.
• The community does not possess significant spaces for collaborating, start-ups or telecommuting.
• Many people who work in Edina cannot afford to live in the community.
STRATEGIC ACTIONS
• Edina should support the development of a start-up or entrepreneurial climate in the city, and bring
together key stakeholders to develop an integrated economic development strategy.
• The community should consider the inclusion of incubators or co-working spaces in any new
redevelopment projects and in mixed-use proposals.
• The City should promote the development of a mix of commercial amenities, including restaurants
and cultural amenities, which are attractive to young families and professionals and can further act as
connection points or hubs within the fabric of neighborhoods and development areas.
BALANCING EDINA’S REDEVELOPMENT
Vision Edina – Strategic Vision Framework – May 2015 11
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5. EDUCATIONAL FOCUS
Edina Public Schools are recognized as one of the principal assets of the community. The school district
and its institutions are routinely recognized as among the best in the state and nation. Participants in
the Vision Edina process routinely singled out quality education as one of the defining characteristics of
their preferred future. However, respondents also expressed a desire for the greater use of technology in
the classroom, expansion of cultural and ‘globally-focused’ learning opportunities and the promotion of
lifelong learning.
ISSUES
• Education policy and funding are largely a state matter, placing the City in an advocacy and partnership role.
• Respondents desire an educational system that maintains high quality while also embracing new
techniques and technologies. A balance needs to be struck.
• While Edina Public Schools and other local institutions adeptly provide K-12 education, lifelong
learning and other cultural education opportunities requires leadership from a variety of community
institutions.
STRATEGIC ACTIONS
• The community should promote a culture of learning among all of its residents, and continue to find
ways to explore, understand and present best practices across a range of topics. In particular, it is
important to expand the scope beyond regional expertise and explore best practices and emerging
trends on a global scale.
• The City should continue to foster its productive working partnership with Edina Public Schools. These
two entities represent some of the key leverage points in the city, and combining their influence
could accelerate the progress on key initiatives. Similar partnerships should be established with the
Richfield and Hopkins school districts.
• The City and school district should continue to explore future opportunities for expanded partnerships
between the schools and existing employment opportunities within the community, thereby helping
develop career paths and local workforce development.
ENHANCING OUR COMMUNITY FABRIC AND CHARACTER
Vision Edina – Strategic Vision Framework – May 201512
INSERT SECTION TITLE HERE
6. POPULATION MIX
The demographics of the Twin Cities are constantly changing as new residents are attracted by strong
regional employment prospects, economic tailwinds and quality cultural and public amenities. Edina
is well positioned to attract many of these new residents because of its high quality of life. Edina’s
population is also undergoing a generational transformation as its population continues to age, creating
a new group of active senior citizens with different housing and amenity needs. Developing an effective
balance in each of these areas is critical to ensuring future sustainable growth.
ISSUES
• The perception of an ‘Edina Bubble’ carries with it the stigma of being an exclusive and exclusionary
community.
• The relatively high cost of housing is a barrier to entry into the community, especially for younger
families.
• The needs of an aging population are often in conflict with the preferences of the younger residents
the community seeks to attract.
STRATEGIC ACTIONS
• The City should expand its work with local school districts to expose students and parents to a variety
of cultural experiences. This will serve to foster a global mindset while also cementing the education
system as a key population draw.
• Edina’s civic organizations should promote a welcoming image of the city. These efforts should be
equally directed toward new residents and businesses. These organizations should also take a lead
role in publicizing the city’s cultural amenities.
• The City should continue to prioritize amenities that meet the needs of residents of all ages. The
City should continue discussions about the effects of an aging population, as referenced in the Vision
20/20 process. Similar efforts should be used to engage young adults, including high school students.
ENHANCING OUR COMMUNITY FABRIC AND CHARACTER
Vision Edina – Strategic Vision Framework – May 2015 13
INSERT SECTION TITLE HEREENHANCING OUR COMMUNITY FABRIC AND CHARACTER
7. ENVIRONMENTAL STEWARDSHIP
Participants in the Vision Edina process were more supportive of environmentally responsible policies and
practices than any other issue area. There is a growing awareness of the impact that the built environment has on
the natural environment, and the individual and collective responsibility we all have toward good environmental
stewardship. Community residents and stakeholders believe that Edina can take an active and ambitious internal
and regional leadership role in embedding environmental stewardship principles through actions such as promoting
more comprehensive recycling, smart building and energy efficiency practices. These themes couple well with the
parallel benefits in smarter urban planning, increased transportation options and application of technology.
ISSUES
• Residential and commercial developers have little incentive to balance environmentally friendly building practices
with market pressures, or in fact to provide leading-edge examples of energy efficient and environmentally
sensitive construction.
• Currently, residential waste removal and other environmental services are poorly coordinated, and in some cases
multiple providers are serving the same streets, contributing to noise, environmental impact and inefficiencies.
• The need for green spaces is well recognized, but the use of these areas currently follows more traditional
‘green lawn’ approaches rather than integrated habitat zones.
• Developmental pressures are likely to continue to place increased demands on the City’s infrastructure and
contribute to concerns about decline in environmental quality in the community.
STRATEGIC ACTIONS
• Develop a comprehensive city-wide environmental management plan that explores and includes best practices in
water management, biodiversity, green space management, street scape enhancement and waste management.
• Partner with energy and utility service providers to educate residents on the importance of energy efficiency
in their daily living and promote energy efficiency and smart building practices at all City-owned properties.
This could include well-established practices such as publishing data on the carbon emission, waste levels and
recycling levels.
• Identify a series of environmental flagship pilot projects to bring stakeholders together and begin exploring
creative solutions. Examples could include: waste collection and management across the city; recycling and green
waste management; environmental overlays on development projects such as Pentagon Park; and utilization of
available areas such as Fred Richards Park as community gardens and biodiversity spaces.
• Develop incentives for individual households to take an active role in the overall city responsibility for environmental
management, including reducing nutrient loads in run-off, local recycling and efficient resource usage.
Vision Edina – Strategic Vision Framework – May 201514
INSERT SECTION TITLE HERE
8. REGIONAL LEADERSHIP
Edina has long been recognized as one of the premier communities in the Twin Cities. The City has been
historically viewed as somewhat progressive in its development policies and practices. The existing phase
of redevelopment and the expanding pressures from the surrounding metropolitan area highlights the
need and opportunity for Edina to continue as an innovator, seeking and implementing creative solutions
to local and regional issues.
ISSUES
• City leadership has rightfully focused on many local issues, in large part driven by changing community
needs and expectations. In recent years, City officials have also been playing an important role in
some significant regional discussions.
• Edina’s size may limit its influence when compared to larger neighboring communities, its popularity
with respect to redevelopment has presented a unique set of challenges and the opportunity to lead
on some issues previously not encountered in the larger metropolitan area.
• The community has regional economic importance, but its cultural importance has been somewhat
more limited. However, there is potential for Edina to have some destination value as a regional
cultural center.
STRATEGIC ACTIONS
• City leaders should actively advocate for Edina’s interests in the Met Council and other regional bodies.
In addition, the City should form particularly close functional connections with the immediately
neighboring cities, as they share many aspects and challenges.
• City leaders should continue to inform residents on the impact of issues of regional importance and
work to better integrate an understanding of the importance of being an active participant, and leader,
in the larger regional system
• City leaders and residents should collaborate to discover, develop and apply new best practices in
environmental sustainability, aging in place, educational quality and other broad areas of consensus.
These efforts will ensure that Edina builds the future intelligence capacity to retain a future-focused
worldview, and act as an example and role model to other cities in North America.
ENHANCING OUR COMMUNITY FABRIC AND CHARACTER
Vision Edina – Strategic Vision Framework – May 2015 15
INSERT SECTION TITLE HERECONCLUSION
CONCLUSION
The Vision Edina process has presented an opportunity for the community to come together and explore
the longer-term future. The current period of intense redevelopment, which is occurring within Edina,
represents an important juncture in the community’s history and evolution. This is coupled with a more
gradual generational shift, as the predominant Baby Boom generation moves through the demographic
system. The resultant situation is where Edina stands poised before some significant choices about future
trajectory and outcomes. This has been well articulated in the Vision Edina process.
The community has chosen a path forward that represents some significant change and reinvention, but
without losing touch with the important family values and rationale that has always defined Edina as a
community. The path ahead is not without its challenges and will require careful balancing of differing
priorities, aspirations and desires. The collective decision-making process required to move forward will
set Edina apart as an intelligent, engaged, thoughtful and forward-looking city. It will require maturity
and patience on behalf of the citizens and leadership, and recognition that the complex resident mix,
which makes Edina interesting, also brings with it differing opinions and perspectives. Understanding
the importance of the common good over personal self-interests will be critical to build alignment around
important future shaping decisions and actions.
The population and leadership of Edina possess and exhibit more than sufficient knowledge and experience
to guide the City toward the vibrant and balanced future desired by the residents and stakeholders.
FOR MORE INFORMATION
VISION EDINA
The Vision Edina initiative has aimed to define a shared vision for the City of Edina. The vision and strategic
framework is the outcome of a broad-based and inclusive community visioning process. The engagement
portion of this important planning process ran from September to December 2014, and gathered significant
community input.
From a strategic planning perspective, Vision Edina examines the issues that have been identified as
having the highest priority within the community. The initiative examined future trends in cities across
North America and the world, and how generational values are changing. This was also linked to local
aspirations, values and desires for the future. This process provides a clearer understanding of what
people might be looking for in Edina in 2030 and beyond. Vision Edina has represented an opportunity for
all residents to have a say and contribute to creating the shared future vision. Vision Edina is part of the
overall community process to update the long-term vision for the City of Edina. Vision Edina will also serve
as an important foundation for other strategic efforts, such as the City’s Comprehensive Plan and Capital
Improvement Plans.
The City of Edina partnered with Future iQ Partners, an international consultancy company, to design and
facilitate the process.
For more information on the Vision Edina project and the City of Edina, please contact:
Scott H. Neal, City Manager
City of Edina
952-826-0415
SNeal@EdinaMN.gov
www.EdinaMN.gov
MAPPING EDINA’S BIG IDEAS
Bridging Between Vision and Planning
City of Edina, Minnesota
Page i
Mapping Edina’s Big Ideas
Bridging between Vision and Planning
Prepared for:
City of Edina, Minnesota
4801 W 50th St, Edina, MN 55424
Prepared by:
Biko Associates, Inc.
79 13th Avenue NE
Studio 107
Minneapolis, MN 55413
May 24, 2017
Page ii
Table of Contents
Introduction .................................................................................................... 1
Purpose ............................................................................................................. 1
Background ....................................................................................................... 1
Wednesday, April 19 Big Ideas Workshop ........................................................ 7
Summary of Findings......................................................................................... 7
Transportation .................................................................................................. 8
Environmental Stewardship .............................................................................. 8
Education Focus ................................................................................................ 8
Commercial Development Mix ......................................................................... 9
Residential Development Mix ........................................................................... 9
Regional Leadership ........................................................................................ 10
Population Mix ................................................................................................ 10
Live and Work ................................................................................................. 11
Saturday, April 22 Mapping Edina’s Big Ideas ................................................. 13
Agenda and Format ........................................................................................ 13
“Where is Important to me in Edina?” ........................................................... 15
“How do I Travel to Important Places?” ......................................................... 15
“Where Should Big Ideas be Implemented and How are
Big Ideas Related ....................................................................................... 16
Physical Framework for Implementing Big Ideas ........................................... 16
Edina’s Big Ideas by Quadrant ........................................................................ 19
Interpreting Edina’s Big Ideas for Inclusion in the Comprehensive
Plan and Implementation ......................................................................... 21
Proposed Process for Incorporating Big Ideas in the
Comprehensive Plan ................................................................................ 23
Page iii
Page 1
Introduction
Purpose
This report documents two community-based events held in the City of
Edina in April 2017 to provide community members opportunities to
collaborate and develop future-oriented Big Ideas that will shape the
city’s growth and development in extraordinary ways over the next 20
years.
The report summarizes outcomes from these two events and identifies a
recommended process that will be put in place during a study to prepare
the city’s 2018 comprehensive plan update to ensure that the Big Ideas
will be given consideration in the plan.
Background
Comprehensive Planning in the Twin Cities
Communities in the Twin Cities metropolitan area are required by statute
to update their comprehensive plans every ten years. Traditionally, a
community’s comprehensive plan, based on a shared community vision
and goals, outlines growth and development policies and describes what,
where, and by how much a community will grow…and, as importantly,
where growth will not occur. Local comprehensive plans, which provide
communities with a foundation to support defensible land use decision
making, land use regulations, and building codes, can also include urban
design guidelines to help define the desired design and appearance of
districts and new developments.
Within the Twin Cities metropolitan area, completed comprehensive
plans are approved and adopted by local governments. The plans are
also reviewed for adequacy by the Twin Cities Metropolitan Council, the
metropolitan area’s regional planning agency. As such, the Council is
charged with planning and coordinating the growth and development of
the seven-county metropolitan area. Its review of local comprehensive
Page 2
plans is largely focused on determining how a local community’s growth
plans will impact regional systems (e.g., transportation, sanitary sewer
and water treatment, water systems, and regional parks) and whether a
local community’s plans are aligned with an overall framework that is
provided in regional plans.
Thus, comprehensive plans in the metropolitan area have two purposes.
They are tools for local governments to use in planning for their
communities, and they are tools the Council uses to ensure that regional
systems can be provided to communities in the metropolitan area in a
planned and cost efficient manner.
Without a defined community vision, potential exists that a community’s
comprehensive plan, while adequately addressing regional concerns,
could fail to adequately address its own local concerns.
Edina’s Current Comprehensive Planning
As mentioned, a community’s comprehensive plan is fundamentally built
on a shared community vision and goals, and initial steps in accepted,
comprehensive planning processes include community outreach activities
designed to define community members’ vision for the future. Thus, it is
a community’s shared vision and support for the vision that permit a
comprehensive plan to assert an overall direction for growth and
development.
Future iQ’s Vision Edina 2015:
The City of Edina in 2014 contracted Future iQ to prepare Vision Edina, a
series of documents that articulated a vision for the city and outlined a
long-term strategic framework that lays out key issues identified by
Edina’s community members. The visioning process used by Future iQ
included extensive community outreach activities (focus group meetings,
community-wide surveys, think tank meetings, community meetings,
etc.) and demonstrated wide spread community support for the vision
and strategic framework. Eight strategic focus areas were identified in
Vision Edina:
Page 3
Residential Development Mix
Transportation Options
Commercial Development Mix
Live and Work
Educational Focus
Population Mix
Environmental Stewardship
Regional Leadership
Vision Edina established the stakeholders’ desire to pursue a preferred
future of “Nodes and Modes,” an effort to maintain and enhance the
characteristics and fabric of Edina while embracing balanced urban
renewal. The central part of this preferred future is the focus on unique
nodes that represent the character and future goals of each
neighborhood with highly connected modes of transportation between
them.
Biko Associates’ 2018 Comprehensive Plan Update:
The Biko Associates consultant team was contracted in January 2017 to
update the 2008 comprehensive plan. Per instructions in the city’s
Request for Proposals (RFP), the Biko Associates team submitted a
proposal that did not include extensive visioning exercises, because a
community-supported vision had already been developed and
documented in 2015 by Future iQ. Instead, the team’s proposal
described steps that would be taken to work with Small Area Plan Work
Groups in each of three small areas (44th/France, 50th/France, and
70th/Cahill) to determine how the city-wide vision from 2015 might be
applied.
Bridging the Vision and Comprehensive Planning
With Edina’s vision document already two years old, there was a desire
to give community members and the comprehensive planning process an
opportunity to revisit Vision Edina and provide additional opportunities
to define a future vision for the city.
Page 4
It was determined by the Edina Council that Vision Edina should be
revisited in two workshops in order to ensure a bridge between the city’s
vision and the 2018 comprehensive plan update.
Page 5
Big Ideas Workshop:
The purpose of the first workshop, held April 19, 2017 was to encourage
new “Big Ideas” and connect them to the eight key strategic focus areas
that emerged from Vision Edina with an ultimate goal of propelling Edina
toward its “Nodes and Modes” preferred future.
Mapping Edina’s Big Ideas:
The purpose of the second workshop, April 22, was to determine where
and how earlier defined “Big Ideas” would be located on the landscape of
the city.
Page 6
Page 7
Wednesday, April 19 Big Ideas Workshop
Summary of Findings
The workshop began with a review of major conclusions reached in Vision
Edina 2015. Participants were asked to rank which major strategic focus
areas should be a priority for innovation in Edina over the next 5 years.
The participants ranked Environmental Stewardship (25%) and
Transportation Options (25%) as the top two innovation priority areas,
followed by Education Focus (18%), Commercial Development Mix (11%),
Residential Development Mix (9%), Regional Leadership (6%), Population
Mix (4%), and Live and Work (1%).
Participants were then asked to identify Big Ideas under each strategic
focus area and then rank them. The top Big Ideas with the most votes,
under each focus area, are listed on the following pages. A complete list
the Big Ideas is presented in Nodes and Modes: Bridging between Vision
and Planning, April 19 Big Ideas Workshop, Future iQ.,
25%
25%
18%
11%
9%
6%
4%
1%
Page 8
Transportation
Environmental Stewardship
Education Focus
Page 9
Commercial Development Mix
Residential Development Mix
Page 10
Regional Leadership
Population Mix
Page 11
Live and Work
Page 12
Page 13
Saturday, April 22 Mapping Edina’s Big Ideas
Agenda and Format
The agenda followed for the Saturday morning workshop is presented on
the following page. The all-day session was divided into two parts.
Part I
The first part, an early meeting, was held to map the Big Ideas that had
been developed at the April 19 Big Ideas Workshop.
Three mapping exercises were completed, and each was followed by a
discussion where participants were able to comment on outcomes from
the mapping and report on observations. The three mapping exercises
were:
1. Where is important to me in Edina? (I.e., identify nodes)
2. How do I travel to important places? (I.e., identify modes)
3. Where Big Ideas should be implemented? (I.e., where are
opportunity sites, where are opportunities to link Big Ideas, and
does this reinforce Edina’s future vision?)
The three mapping exercises were completed on a 25 foot-long by 20
foot-wide map of the city that was printed on a durable fabric and taped
to the floor in the city’s Public Works Department Building. (See the
attached hyper-link https://youtu.be/X8hZ8m9m8h4)
Part II
The second part included a discussion that was held among design and
planning professionals, residents, Planning, Commission members, and
staff. The planning consultants who have begun preparing the city’s 2018
comprehensive plan update requested the post-mapping discussion to
help bring clarity to their work tasks and ensure that there would be a
physical framework on which Big Ideas could be implemented throughout
the city and discussed in the comprehensive plan.
Page 14
Mapping Edina’s Big Ideas Workshop
Agenda
Saturday, April 22, 2017
8:00 Doors open, social hour
9:00 Welcome, Introductions, and Purpose ............... Cary Teague, City of Edina and Bill Smith, Biko Associates
9:15 Recap Big Ideas Workshop ..................................................................................... David Buerle, Future iQ
9:30 Post-It Mapping Exercise 1: Nodes — Where is important to me in Edina?
- My home
- Places I haunt (shop, get coffee, meet friends, entertainment)
- Where I work or attend school
- Recreational places or systems I use
10:00 Observations on important places
10:20 Yarn Mapping Exercise 2: Modes — How do I travel to important places:
- Light green for existing walking/running/biking recreational trails
- Dark green for desired walking/running/biking recreational trails
- Light yellow for the existing bike network (on-street or commuter — separate from more
exclusively recreational trails)
- Orange for desired bike network
- Light blue for existing transit
- Dark blue for desired transit
- Black for motor vehicle
- Pink for sidewalks and pedestrian systems
- Red for critical gaps in any of the above networks
10:50 Observations on transportation modes
11:10 Post-It Mapping Exercise 3: How should Edina evolve, and how can this evolution incorporate the Big
Ideas you explored on Wednesday? White Post-Its with written descriptions:
- What are the best opportunities for change?
- Where should they be located and why?
- How do they reinforce Vision Edina?
- Why is this important to Edina’s future?
11:40 Observations on the relationships physical nodes and modes and Edina’s Big Ideas
12:00 Invitation to return for Pin-Up at 3:00 ..................................................................................... Cary Teague
Policy, Project and Design Discussion
12:00 Lunch break and discussion ...................................................................... CPTF, Staff, Urban Design Team
- Big Ideas contribution to the Comprehensive Plan update
- Policies
- Projects
1:00 Urban Design Team illustrations
2:45 Prepare for Pin-Up
3:00 Pin-Up presentation
4:00 Adjourn
Page 15
“Where is Important to me in Edina?”
1. The majority of nodes are located in the eastern quadrants of the
city. Fewer are located in the western quadrants.
2. The important places are known activity centers.
3. The most active nodes are five of the six small areas that are
being addressed in the comprehensive plan. 70th/Cahill, one of
the six small areas, is not widely viewed as a high activity center.
4. The schools are recognized as important places.
5. How does the city’s changing demographics impact the
identification of important places?
6. Churches (houses of worship) are also important places where
people gather.
7. Opportunities to increase the number of live/work uses should be
place-based.
8. What are the engines for change in Edina?
9. The northwest quadrant is an area with large lots. Residents in
this quadrant cannot walk to many places. Is this the way they
want to live….without a node, gathering place, or activity center?
“How do I Travel to Important Places?”
1. The major transportation mode is driving. Is this the way we want
to be?
2. It’s a big city; 4 miles by 4-1/2 miles. Travelling across the city is
not easy without a car.
3. How do people travel within the four quadrants? How do people
travel across quadrants?
4. Our city has been cut apart by the highways (TH 100 and TH 62).
It is not possible to get to other places without travelling
(sometimes) out of the way to get to an overpass.
5. There aren’t lots of transit routes. Those that the city has are very
good at providing transportation service. There should be more
routes, however.
Page 16
6. The Southwest LRT should have a station at TH 169/Valley View
Road.
7. The streets that are county roads are problematic: they function
to carry lots of traffic and there isn’t much room left over for
other functions like bikes. France is an example.
8. There should be more inter-quadrant connectors in Edina.
Observations from “Where should Big Ideas be Implemented
and How are the Big Ideas Related?”
1. Because of our aging population, the housing needs of the future
will change.
2. Health care clinics and child care facilities could be physically
combined in community centers. All of these should be accessible
to all travel modes.
3. The Promenade should be extended north of TH 62.
4. Grandview should have a freeway lid.
5. The Zoning Code should be modified to allow pocket
neighborhoods with several bungalows on a parcel.
6. Each neighborhood should have a community-specific, community
defined activity center.
7. A circulator transit service is needed to connect the nodes.
8. Streets should be complete for all types of users.
9. Parks and park buildings could be expanded and redeveloped to
meet neighborhood needs.
10. Large buildings should be energy self-sufficient with solar and
green roofs.
The Physical Framework for Implementing Big Ideas in the
Comprehensive Plan
Presented on page 18 is a City of Edina aerial base map that shows each
of the city’s neighborhoods. The map shows that the city is divided into
four quadrants that are defined by north/south Trunk Highway (TH) 100
and east/west TH 62 (aka Crosstown Highway); Quadrant 1 – Northwest
Page 17
Edina, Quadrant 2 – Northeast Edina, Quadrant 3 -- Southeast Edina, and
Quadrant 4 – Southwest Edina.
The map identifies the following physical features that form a framework
for incorporating Big Ideas in the comprehensive plan.
Six existing small areas (activity centers/nodes):
- 44th/France
- 50th/France
- Grandview
- Wooddale/Valley View
- 70th/Cahill
- Southdale
Three potential small areas for future consideration:
- Lincoln/169/near Eden Prairie
- Expanded 70th/Cahill
- Pentagon Park
Parks and Nine Mile Creek
Golf courses
Recreation destinations
Canadian Pacific Rail alignment
Southwest LRT alignment
TH 100 and TH 62 with adjacent pedestrian and bicycle paths
Pedestrian and bicycle lids over TH 100 and TH 62 to re-connect
the city’s four quadrants
Conceptual parkway (Edina Grand Rounds) alignment that forms a
ring around the city and a ring within each quadrant
In support of the fundamental element of Edina’s future development, e
existing and potential future small areas and recreation destinations
(nodes) are linked by the parkway system (pedestrian, bicycle, and transit
modes).
Page 18
Page 19
Edina’s Big Ideas by Quadrant (all participants’ comments are shown below)
North/south bike corridor that avoids
France, from 50th to Centennial Lakes
Technology center campus uses with hotel
High tech, innovation sub-divided for small
tenants
Events facilities for conferences
Education-focused uses
Full, safe bike/ped access to/from and within
Southdale
Extend Promenade to Strachauer Park
East and west promenades
Low scale townhomes/duplexes
Affordable housing
Integrated node: Southdale, Pentagon Park,
and Fred Richards
Communities center with YMCA
Break up Southdale into parcels where
affordable housing can be constructed
Break up Southdale to allow small retail
shops and housing
Artist destinations and arts focus
Regional leadership
Bike/Ped bridge over TH 169
Protected bike trail to/from City Hall
Community park, co-op, restaurant, and
coffee shop
Pocket neighborhoods
Access to LRT for bikes/peds
Safe bike paths
Eliminate buckthorn
Parking and dog park for Weber Woods
Wellness clinic at 44th/France , 50th/France,
and Wooddale/ Valley View
Gateway into Wooddale/Valley View
Coffee shop and neighborhood gathering
centers at Wooddale/Valley View
Freeway lid over TH 100 at Grandview
No “un-used” city land at Grandview
Improve Valley View Parkway linkage to
Rosland Park
No more six story mixed use buildings
Live/work at 70th/Cahill
70th/Cahill redevelopment as activity center
Medium density residential with more activity
70th/Cahill should be walkable and connected
Variety of housing types (townhomes,
duplexes, affordable.
Medium density housing
Start up office space with affordable rents
Access to LRT and Methodist Hosp on intra-city
transit line (CP Rail)
Trail around circumference of Braemar
Nine Mile Creek trail should be developed
Mixed use ground floor commercial and retail;
second and third story residential
“Maker space” and incubator uses
1 2
3 4
Page 20
Edina’s City-Wide Big Ideas (all participants’ comments are shown below)
All neighborhood parks should have
community centers
A Grand Rounds should be developed to
allow people to walk and bike around
the city
A transit circulator that links nodes
should be implemented
Access guards for children walking/biking
to school
Educational activities should be
everywhere for all ages, including
elementary, high school, post-secondary
Nature parks with educational focus
should be developed along a Grand
Rounds
Wellness centers should be developed
throughout the city that provide services
including daycare, early childhood
education, eldercare, and primary health
care
Housing diversity to allow wider diversity
in the city’s population mix
Community meeting facilities are needed
1 2 3 4
Page 21
Interpreting Edina’s Big Ideas for Inclusion in the
Comprehensive Plan and Implementation
Nodes and Modes
Create a Vibrant Public Realm in Edina:
Reimagine nodes as places of more dense community activity connected
by vibrant multi-modal parkways and boulevards
What are Nodes? Nodes are existing and potential future commercial
districts. Nodes can be some parks, some schools, and many of the city’s
existing and future gathering places. Nodes are defined as the point
where a minimum of two transportation facilities cross. The connections
(parkways and boulevards) are the key….there must be a facility that
accommodates a range of movement type.
Enliven Edina’s Commercial Zones:
Reform commercial zones as unique combinations of activity offering
greater diversity of use, especially related to housing choices and
opportunities for public gathering.
This should be a primary focus of the small area plan portion of the
comprehensive plan. Without some statement like this, that effort seems
un-comprehensive.
Encourage Infrastructure Development that Serves Many Purposes:
Reconsider the community’s infrastructure in ways that are sustainable,
prudent, efficient, and most important, are relevant for people.
Work with other taxing authorities in Edina need to work better to
achieve the plan. The city might become more active in pursuing
relationships with MnDOT (arterial trails and lids), Hennepin County (turn
backs, library site), Watershed District (day-lighting creeks and storm
water ponds).
Page 22
Refocus Energy on Education as a Community Value:
Excellence in education is one of Edina’s strongest selling points. Make
education and learning a hallmark of any development, redevelopment,
and revitalization strategy. Provide opportunities for learning at each
node and along all modes.
Recreate the Community’s Industrial Areas:
The city’s industrial areas are showing signs of age. In recent times, non-
industrial uses are being approved to occupy industrial spaces. Industrial
uses are a major source of tax revenue where the demand for public
services is comparatively low.
This is about not starting over… we don’t want to get rid of what we
have… we want to encourage innovation and evolution. Retaining
existing industrial uses, encouraging existing uses to stay, and attracting
new uses is the direction the city should establish.
Reclaim Unused Pieces of Bisecting Arterials:
Edina is a community that is divided into four quadrants by TH 100 and
TH 62. Use under-utilized roadway facilities as new bridges and decks
over these highways to reconnect the community.
Create Vital and Relevant Neighborhoods:
Renew Edina’s neighborhoods through thoughtful new introductions for
contemporary living that respects the fabric unique to each street and
block and so that the grain of how it happens is really critical—so street
and block are the scale, not neighborhood.
Reinforce Equity in the Practices and Actions of the Community
Edina should be a Fair, Inviting, and Equitable community. Efforts should
be made, when developing policies and goals and when implementing
programs and projects, to determine the implications on existing and
future Edina residents.
Questions to ask: Are city practices and actions exclusionary or
inclusionary? Do city practices and actions invite or discourage a diverse
population?
Page 23
Proposed Process for Incorporating Big Ideas in
the Comprehensive Plan
Community Engagement
Community engagement activities will be conducted throughout the
comprehensive planning process. These events can be divided into two
categories -- 1) events that will take place during three small area
planning studies and 2) events that will take place as the city-wide
comprehensive plan update is being prepared.
Small Area Planning Engagement Activities:
Each of the three small area planning processes will include direct and
close involvement with a Work Group and three community meetings.
Findings from Edina’s 2015 vision study will be reviewed for each small
area with Work Group members and community members at community
meetings. Community members will be asked to provide input on how
the city-wide vision applies to their particular small area.
In addition, the Big Ideas workshop activities will be explained, and
community members will be asked to contribute additional Big Ideas,
which will be added to the already existing list (see pages 15 through 20).
The three small area planning processes are anticipated to extend from
mid-May 2017 to mid-May 2018.
City-Wide Comprehensive Planning Update:
Work on the city-wide comprehensive plan update has already begun
with the consultant team working to update chapters of the 2008 plan in
areas where outreach and engagement are not required. For example,
the demographic analyses, which will be included in the Community
Character Chapter of the plan, have already been completed.
Outreach and engagement activities will begin in earnest in the spring of
2018. These activities will include pop-up events at locations where
community members gather; e.g., shopping venues and community
Page 24
festivals. Opportunities will be provided for community members to
contribute to the list of Big Ideas at these events.
Comprehensive Plan Task Force and Commissions
All information learned by the consulting team during its community
engagement activities will be brought to the Comprehensive Plan Task
Force (CPTF). In activities that are focused on an evaluation against
preliminary screening criteria , the CPTF will determine which of the Big
Ideas should be eliminated from further discussion and which should be
retained. Big Ideas that are retained will be defined and categorized to
match chapters of the comprehensive plan and brought to the attention
of the city’s respective commissions at their monthly meetings.
It is proposed that the CPTF members will then share information about
the list of retained Big Ideas with their respective commissions and
conduct a second screening (with their commissions) to determine how
the retained Big Ideas measure against established evaluation criteria.
Based on their performance, the commissions will help CPTF members by
letting them know which Big Ideas they can support as candidates for
inclusion in the comprehensive plan.
Following their meetings with their respective commissions, CPTF
members will participate in larger discussions at their monthly workshop
meeting with the comprehensive plan consultants. It is proposed that, at
this level, the CPTF members will jointly agree on the Big Ideas that
should be included in the plan.
The evaluation criteria for the preliminary evaluation should be taken
from the city’s mission and vision statements, city adopted goals, and the
strategic focus areas outlined in Vision Edina. The evaluation criteria for
the second evaluation should be taken from goals that have already been
developed by the commissions to guide and direct their work.
Page 25
The final discussion and decision to include or not include a Big Idea in
the comprehensive plan should consider a number of evaluation criteria,
including:
Affordability
Costs and benefits
Opportunity costs
Environmental consequences and impacts
Implementation feasibility
Public acceptance
2015 SYSTEM STATEMENT
System Statement Issue Date:
2015SYSTEM STATEMENT
Page - 1 | 2015 SYSTEM STATEMENT – EDINA INTRODUCTION
2015 SYSTEM STATEMENT FOR
CITY OF EDINA
September 17, 2015
Regional Development Plan Adoption
In May 2014, the Metropolitan Council adopted Thrive MSP 2040. Following adoption of Thrive, the
Council adopted the 2040 Transportation Policy Plan, the 2040 Regional Parks Policy Plan, the 2040
Water Resources Policy Plan, and the 2040 Housing Policy Plan. The Metropolitan Council is now
issuing system statements pursuant to State statute.
Receipt of this system statement and the metropolitan system plans triggers a community’s obligation
to review and, as necessary, amend its comprehensive plan within the next three years, by the end of
2018. The complete text of Thrive MSP 2040 as well as complete copies of the recently adopted
metropolitan system and policy plans are available for viewing and downloading
at http://www.metrocouncil.org/Communities/Planning.aspx. Paper copies are available by calling the
Council’s Data Center at 651-602-1140.
System Statement Definition
Metropolitan system plans are long-range comprehensive plans for the regional systems – transit,
highways, and airports; wastewater services; and parks and open space – along with the capital
budgets for metropolitan wastewater services, transportation, and regional recreation open space.
System statements explain the implications of metropolitan system plans for each individual community
in the metropolitan area. They are intended to help communities prepare or update their comprehensive
plan, as required by the Metropolitan Land Planning Act:
Within nine months after receiving a system statement for an amendment to a metropolitan
system plan, and within three years after receiving a system statement issued in conjunction
with the decennial review required under section 473.864, subdivision 2, each affected local
governmental unit shall review its comprehensive plan to determine if an amendment is
necessary to ensure continued conformity with metropolitan system plans. If an amendment is
necessary, the governmental unit shall prepare the amendment and submit it to the council
for review.
Local comprehensive plans, and amendments thereto, will be reviewed by the Council for conformance
to metropolitan system plans, consistency with Council policies, and compatibility with adjacent and
affected governmental units. Updated local comprehensive plans are due to the Council for review by
December 31, 2018.
What is in this System Statement
The system statement includes information specific to your community, including:
your community designation or designation(s);
forecasted population, households, and employment through the year 2040;
guidance on appropriate densities to ensure that regional services and costly regional
infrastructure can be provided as efficiently as possible.
affordable housing need allocation;
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In the following sections, this system statement contains an overview of each of the system plan
updates and specific system changes that affect your community. The sections are:
Transportation, including metropolitan highways, aviation, and transit
Water Resources, including wastewater, surface water, and water supply planning
Regional parks and trails
Dispute Process
If your community disagrees with elements of this system statement, or has any questions about this
system statement, please contact your Sector Representative, Michael Larson, at 651-602-1407, to
review and discuss potential issues or concerns.
The Council and local government units and districts have usually resolved issues relating to the
system statement through discussion.
Request for Hearing
If a local governmental unit and the Council are unable to resolve disagreements over the content of a
system statement, the unit or district may, by resolution, request that a hearing be conducted by the
Council’s Land Use Advisory Committee or by the State Office of Administrative Hearings for the
purpose of considering amendments to the system statement. According to Minnesota Statutes section
473.857, the request shall be made by the local governmental unit or school district within 60 days after
receipt of the system statement. If no request for a hearing is received by the Council within 60 days,
the statement becomes final.
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Regional Development Guide
The Council adopted Thrive MSP 2040 as the new regional
development guide on May 28, 2014. Thrive identifies five outcomes
that set the policy direction for the region’s system and policy plans.
Building on our region’s history of effective stewardship of our
resources, Thrive envisions a prosperous, equitable, and livable
region that is sustainable for today and generations to come. The
Council is directing its operations, plans, policies, programs, and
resources toward achieving this shared long-term vision.
Three principles define the Council’s approach to implementing regional policy: integration,
collaboration, and accountability. These principles reflect the Council’s roles in integrating policy
areas, supporting local governments and regional partners, and promoting and implementing the
regional vision. The principles define the Council’s approach to policy implementation and set
expectations for how the Council interacts with local governments.
Thrive also outlines seven land use policies and community designations important for local
comprehensive planning updates. The land use policies establish a series of commitments from the
Council for local governments and uses community designations to shape development policies for
communities. Community designations group jurisdictions with similar characteristics based on Urban
or Rural character for the application of regional policies. Together, the land use policies and
community designations help to implement the region’s vision by setting expectations for development
density and the character of development throughout the region.
Community Designation
Community designations group jurisdictions with similar characteristics for the application of regional
policies. The Council uses community designations to guide regional growth and development;
establish land use expectations including overall development densities and patterns; and outline the
respective roles of the Council and individual communities, along with strategies for planning for
forecasted growth. If there are discrepancies between the Thrive MSP 2040 Community Designations
Map and the Community Designation map contained herein because of adjustments and refinements
that occurred subsequent to the adoption of Thrive, communities should follow the specific guidance
contained in this System Statement.
Thrive identifies Edina with the community designation of Urban (Figure 1). Urban communities
experienced rapid development during the post-World War II era, and exhibit the transition toward the
development stage dominated by the influence of the automobile. Urban communities are expected to
plan for forecasted population and household growth at average densities of at least 10 units per acre
for new development and redevelopment. In addition, Urban communities are expected to target
opportunities for more intensive development near regional transit investments at densities and in a
manner articulated in the 2040 Transportation Policy Plan.
Specific strategies for Urban communities can be found on Edina’s Community Page in the Local
Planning Handbook.
Forecasts
The Council uses the forecasts developed as part of Thrive to plan for regional systems. Communities
should base their planning work on these forecasts. Given the nature of long-range forecasts and the
planning timeline undertaken by most communities, the Council will maintain on-going dialogue with
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communities to consider any changes in growth trends or community expectations about growth that
may have an impact on regional systems.
The Thrive forecasts for population, households, and employment for your community are:
2010 (actual) 2014 (est.) 2020 2030 2040
Population 47,941 50,261 49,800 52,500 53,000
Households 20,672 21,645 22,000 23,800 24,500
Employment 47,457 49,082 51,800 54,000 56,100
Housing Policy
The Council adopted the Housing Policy Plan on December 10, 2014, and amended the plan on July 8,
2015. The purpose of the plan is to provide leadership and guidance on regional housing needs and
challenges and to support Thrive MSP 2040. The Housing Policy Plan provides an integrated policy
framework to address housing challenges greater than any one city or county can tackle alone.
Consistent with state statute (Minn. Stat. 473.859, subd. 2(c) and subd. 4), communities must include a
housing element and implementation program in their local comprehensive plans that address existing
and projected housing needs.
The Council has also determined the regional need for low and moderate income housing for the
decade of 2021-2030 (see Part III and Appendix B in the Housing Policy Plan).
Edina’s share of the region’s need for low and moderate income housing is 878 new units affordable to
households earning 80% of area median income (AMI) or below. Of these new units, the need is for
365 affordable to households earning at or below 30% of AMI, 234 affordable to households earning
31% to 50% of AMI, and 279 affordable to households earning 51% to 80% of AMI.
Affordable Housing Need Allocation for Edina
At or below 30% AMI 365
31 to 50% AMI 234
51 to 80% AMI 279
Total Units 878
Specific requirements for the housing element and housing implementation programs of local
comprehensive plans can be found in the Local Planning Handbook.
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Figure 1. Edina Community Designation
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TRANSPORTATION SYSTEM
STATEMENT
City of Edina
The 2040 Transportation Policy Plan (TPP) is the metropolitan system plan for highways, transit, and
aviation to which local comprehensive plans must conform. This system statement summarizes
significant changes to these three systems, as well as other changes made to the Transportation Policy
Plan since the last 2030 TPP was adopted in 2010, and highlights those elements of the system plan
that apply specifically to your community. The TPP incorporates the policy direction and the new 2040
socio economic forecasts adopted by the Metropolitan Council in the Thrive MSP 2040, and extends
the planning horizon from 2030 to 2040.
Federal Requirements
The TPP must respond to requirements outlined in state statute, as well as federal law, such as some
new requirements included in the federal law known as the Moving Ahead for Progress in the 21st
Century Act (MAP-21). For instance, metropolitan transportation plans must now be performance
based, so the TPP now includes goals, objectives, and strategies outlined in chapter 2. In previous
versions of the TPP the strategies were known as policies; while some are new, the wording of many
strategies are similar to the wording of policies in previous plans. Performance measurements for this
plan are also discussed in Chapter 12, Federal Requirements.
Federal law requires the long range plan to identify regionally significant transportation investments
expected to be made over the next two decades, and to demonstrate that these planned investments
can be afforded under the plan’s financial assumptions. Both costs and available revenues have
changed since the last plan was adopted in 2010, resulting in many changes in the plan. Federal law
does allow the plan to provide a vision for how an increased level of transportation revenue might be
spent if more resources become available, but the programs or projects identified in this scenario are
not considered part of the approved plan.
The TPP includes two funding scenarios for the metropolitan highway and transit systems: the “Current
Revenue Scenario” and the “Increased Revenue Scenario.”
The Current Revenue Scenario represents the fiscally constrained regional transportation
plan, which assumes revenues that the region can reasonably expect to be available based on
past experience and current laws and allocation formulas.
The Increased Revenue Scenario represents an illustration of what be achieved with a
reasonable increase in revenues for transportation.
Under the Metropolitan Land Planning Act, local comprehensive plans are expected to conform to the
Current Revenue Scenario, which is the official metropolitan system plan. Potential improvements in
the Increased Revenue Scenario can be identified separately in local plans as unfunded proposals. A
more detailed description of how to handle the various improvements in this category is included under
Other Plan Considerations.
In addition to reviewing this system statement, your community should consult the entire 2040
Transportation Policy Plan to ensure that your community’s local comprehensive plan and plan
amendments conform to the metropolitan transportation system plan. Chapter 3, Land Use and Local
Planning, has been expanded and all communities should carefully review this chapter. A PDF file of
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the entire 2040 Transportation Policy Plan can be found at the Metropolitan Council’s
website: http://www.metrocouncil.org/Transportation/Planning-2/Key-Transportation-Planning-
Documents/Transportation-Policy-Plan-(1)/The-Adopted-2040-TPP-(1).aspx. The format of the plan is
slightly different than past Transportation Policy Plans. An introductory Overview, Chapter 1: Existing
System and Chapter 10: Equity and Environmental Justice have been added to this version of the TPP,
in addition to the changes noted in the first paragraph. Please note some modifications have been
made to the appendices as well.
Key Changes in the 2040 Transportation Policy Plan
Adopted by the Metropolitan Council in January 2015, the revised 2040 Transportation Policy Plan
incorporates the following changes:
Metropolitan Highway System - Chapter 5
The Metropolitan Highway System is made up of principal arterials, shown in Fig 1-1 of the TPP and
also attached to this system statement. Although no new highways have been added to this system in
the 2040 TPP, the last incomplete segment of this system, TH 610, is now under construction in Maple
Grove.
The TPP acknowledges that congestion cannot be eliminated or greatly reduced. The region’s
mobility efforts will need to focus on managing congestion and working to provide alternatives.
The majority of resources available between now and 2040 will be needed for preservation,
management and operation of the existing highway system.
Due to increased costs and decreased revenue expectations, many long-planned major projects
to add general purpose highway lanes are not in this fiscally constrained plan. While the
preservation, safety, and mobility needs of these corridors are recognized, investments in these
corridors will be focused on implementing traffic management strategies, lower cost-high benefit
spot mobility improvements, and implementing MnPASS lanes. Some specific projects have
been identified in this plan, but funding has primarily been allocated into various investment
categories rather than specific projects. The highway projects specifically identified in the
Current Revenue Scenario are shown in Figure 5-8 of the TPP which is also attached to this
system statement.
Modifications were made to Appendix D - Functional Classification Criteria, and Appendix F –
Highway Interchange Requests. Appendix C – Project List is new and contains all of the transit
and highway projects that have been identified between 2014 and 2023.
Transit System - Chapter 6
The transit system plan provides an overview of the basic components of transit planning, including
demographic factors, transit route and network design factors and urban design factors that support
transit usage. Local governments have the primary responsibility for planning transit-supportive land
use, through their comprehensive planning, and subdivision and zoning ordinances.
The TPP includes updated Transit Market Areas (shown in TPP Figure 6-3, also attached) which
reflect 2010 Census information and an updated methodology that better aligns types and levels of
transit service to expected demand. These market areas identify the types of transit services that
are provided within each area.
The TPP includes limited capital funding for transit expansion and modernization. Opportunities
primarily exist through competitive grant programs such as the regional solicitation for US DOT
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funding. These opportunities are guided by the strategies in the TPP and the various elements of
the Transit Investment Plan.
The TPP includes an updated transitway system plan that more clearly articulates which projects
can be funded within reasonable revenue expectations through year 2040 (Current Revenue
Scenario as shown in TPP Figure 6-8, which is also attached). The plan includes five new or
expanded METRO lines, three new arterial bus rapid transit lines, and three corridors under study
for mode and alignment but identified in the Counties Transit Improvement Board’s (CTIB) Phase I
Program of Projects. This system was developed in collaboration with CTIB, a major partner in
regional transitway expansion.
The TPP does not include operating funding for transit service expansion beyond the existing
network of regular route bus, general public dial-a-ride, and Metro Vanpool.
The Increased Revenue Scenario (shown TPP Figure 6-9, which is also attached) illustrates the
level of expansion for the bus and support system and transitway system that might be reasonable
if additional revenues were made available to accelerate construction of the transitway vision for the
region.
The plan includes updated requirements and considerations for land use planning around the
region’s transit system. This includes new residential density standards for areas near major
regional transit investments and an increased emphasis on proactive land use planning in
coordination with the planning of the transit system.
Aviation System - Chapter 9
The Metropolitan Aviation System is comprised of nine airports (shown in Figure 1-9 of the TPP and
also attached to this system statement) and off-airport navigational aids. There are no new airports or
navigational aids that have been added to the system in the 2040 TPP.
The TPP discusses the regional airport classification system as well as providing an overview of
roles and responsibilities in aviation for our regional and national partners. The investment plan in
includes an overview of funding sources for projects, and an overview of projects proposed for the
local airports that will maintain and enhance the regional airport system.
Modifications were made to Appendix I – Regional Airspace, Appendix J – Metropolitan Airports
Commission Capital Investment Review Process, Appendix K – Airport Long Term Comprehensive
Plans and Appendix L – Aviation Land Use Compatibility.
Other Plan Changes
Regional Bicycle Transportation Network - Chapter 7
The 2040 TPP encourages the use of bicycles as a mode of transportation. To that end, the TPP
establishes for the first time a Regional Bicycle Transportation Network (RBTN). The goal of the RBTN
is to establish an integrated seamless network of on-street bikeways and off-road trails that
complement each other to most effectively improve conditions for bicycle transportation at the regional
level. Cities, counties, and parks agencies are encouraged to plan for and implement future bikeways
within and along these designated corridors and alignments to support the RBTN vision.
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Freight - Chapter 8
Most aspects of freight movement are controlled by the private sector, so unlike other sections of the
TPP, there is not a specific plan adopted for future public sector investment in freight facilities.
However, the discussion of the need for a safe and efficient multimodal freight system has been
updated and expanded in the TPP to recognize challenges and opportunities for freight movement as
well as the future direction of freight by mode. It acknowledges the closure of the Minneapolis Upper
Harbor in 2015, leaving St Paul and Shakopee as the region’s major barge terminal areas in the future.
The plan also acknowledges the increase of trains since 2010 carrying oil from North Dakota on BNSF
and CP rail tracks, which is expected to continue into the future. Although railroad trackage in the
region was significantly decreased over the last 20 years to “right size” the system after federal
deregulation, communities should not expect much additional rail abandonment. Many tracks that
appear to be seldom used are owned by the smaller Class III railroads that serve local businesses by
providing direct rail connections from manufacturing and warehousing/distribution facilities to the major
national railroads. The major Class I railroads are approaching capacity and actually adding tracks in
some locations.
System Plan Considerations Affecting Your Community
Edina should consult the complete 2040 Transportation Policy Plan in preparing its local
comprehensive plan. In addition, Edina should consult Thrive MSP 2040 and the current version of the
Metropolitan Council’s Local Planning Handbook for specific information needed in its comprehensive
plan. Specific system plan considerations affecting Edina are detailed below.
Metropolitan Highways
There are several principal arterials located within Edina: I-494, TH 169, TH 100, and TH 62. The TPP
does not identify any specific regional mobility improvements on these highways, although maintenance
and preservation investments will be made on all highways.
Transit System
Edina includes the following Transit Market Areas:
Transit Market
Area
Market Area Description and Typical Transit Services
Market Area II Transit Market Area II has high to moderately high population and employment
densities and typically has a traditional street grid comparable to Market Area I.
Much of Market Area II is also categorized as an Urban Center and it can support
many of the same types of fixed-route transit as Market Area I, although usually
at lower frequencies or shorter service spans.
Market Area III Transit Market Area III has moderate density but tends to have a less traditional
street grid that can limit the effectiveness of transit. It is typically Urban with large
portions of Suburban and Suburban Edge communities. Transit service in this
area is primarily commuter express bus service with some fixed-route local
service providing basic coverage. General public dial-a-ride services are available
where fixed-route service is not viable.
Edina should identify and map existing transit services and facilities in the local comprehensive plan.
Edina should also work with transit providers serving their community to identify potential future transit
service options and facilities that are consistent with the TPP and the applicable Transit Market Areas.
Communities can find further maps and guidance for transit planning in the Transportation section of
the Local Planning Handbook.
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Transitways
Current Revenue Scenario Transitways
Edina should acknowledge in your local comprehensive plan the transitway investments planned for
your community in the Current Revenue Scenario (TPP Figure 6-8) as the community may be impacted
by the Green Line Extension with a mode and alignment adopted in the TPP.
Edina should also identify potential stations along planned transitways (once identified) and adopt
guiding land use policies, station-area plans, and associated zoning, infrastructure, and implementation
tools that support future growth around transit stations consistent with Chapter 3 - Land Use and Local
Planning from the TPP and consistent with the project phase of development. Communities can find
further guidance for station-area planning in the Transportation section of the Local Planning Handbook
and the Transit Oriented Development Guide. The Transportation section of the Local Planning
Handbook also includes a map of existing, planned, and proposed transitway stations throughout the
region and the planning status of these stations that should be reflected in Comprehensive Plans.
Increased Revenue Scenario Transitways
The TPP Increased Revenue Scenario shows additional transitway corridors beyond the scope of the
plan’s adopted and fiscally constrained Transit Investment Plan (the Current Revenue Scenario). These
corridors are listed on page 6.63 of the TPP, and TPP Figure 6-9, which is attached, shows the
complete transitway vision for the region.
If Edina believes it might be directly impacted by transitways in the Increased Revenue Scenario (for
example, because they are participating in transitway corridor studies or feasibility analyses), the
transitways may be acknowledged in the Comprehensive Plan. These additional corridors are or will be
under study for mode and alignment recommendations, but they are not included in fiscally constrained
plan. However, they should be clearly identified as not funded within the currently expected resources
for transitways. The Council recognizes the important planning work that goes into a corridor prior to it
becoming part of the region’s Transit Investment Plan, especially if increased revenues were to become
available.
Similar to Current Revenue Scenario Transitways, communities should identify known potential stations
along planned transitways and consider guiding land use policies, station area plans, and associated
zoning, infrastructure, and implementation tools that support future growth around transit stations.
These policies can also influence station siting in initial planning phases of transitway corridors and
influence the competitiveness of a transitway for funding. Communities can find further guidance for
station area planning in the Transportation section of the Local Planning Handbook and the Transit
Oriented Development Guide.
Aviation
All communities must include an aviation element in the transportation sections of their comprehensive
plans. The degree of aviation planning and development considerations that need to be included in the
comprehensive plan varies by community. Even those communities not impacted directly by an airport
have a responsibility to include airspace protection in their comprehensive plan. The protection element
should include potential hazards to air navigation including electronic interference.
Edina is within the influence area of Minneapolis-St. Paul International Airport. The long term
comprehensive plan (LTCP) for this airport shown in Appendix K of the 2040 TPP has not changed
from the LTCP included in the 2030 TPP adopted by the Metropolitan Council in 2010. However,
updated LTCP’s are anticipated prior to 2018. Communities influenced by this airport should review the
LTCP to assure that the updated comprehensive plan developed by the community remains consistent
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with the airport plans. Consult the Local Planning Handbook for specific comprehensive planning
requirements and considerations such as airport zoning, noise and other environmental mitigation,
airport development and economic impacts, ground access needs, infrastructure requirements, and
general land use compatibility.
Other Plan Considerations
Regional Bicycle Transportation Network
TPP Figure 7-1 shows the RBTN as established for the first time in the 2040 TPP. The network consists
of a series of prioritized Tier 1 and Tier 2 corridors and dedicated alignments (routes). The process
used to develop the RBTN, as well as the general principles and analysis factors used in its
development, can be found in the Bicycle and Pedestrian Chapter of the TPP.
The RBTN corridors and alignments make up the “trunk arterials” of the overall system of bikeways that
connect to regional employment and activity centers. These are not intended to be the only bicycle
facilities in the region, and local units should also consider planning for any additional bike facilities
desired by their communities. RBTN corridors are shown where more specific alignments within those
corridors have not yet been designated, so local governments are encouraged to use their
comprehensive planning process to identify suitable alignments within the RBTN corridors for future
incorporation into the TPP.
In addition, agencies should plan their local on and off-road bikeway networks to connect to the
designated Tier 1 and Tier 2 alignments, as well as any new network alignments within RBTN corridors
to be proposed in local comprehensive plans. Bikeway projects that complete segments of, or connect
to, the RBTN are given priority for federal transportation funds through the Transportation Advisory
Board’s biannual regional solicitation.
Figure 7-1 shows that your community currently has one or more RBTN corridors and alignments within
its jurisdiction. The Council encourages local governments to incorporate the RBTN map within their
local bicycle plan maps to show how the local and regional systems are planned to work together. An
on-line interactive RBTN map, which allows communities to view the RBTN links in their community at a
much more detailed scale than Figure 7-1, can be found in the Transportation section of the Local
Planning Handbook. The handbook also includes best practices, references, and guidance for all local
bicycle planning.
A Minor System / Functional Classification
The TPP has always recognized the A minor arterial system as an important supplement to the regional
highway system, and the Transportation Advisory Board (TAB) continues to maintain the official
regional map of these roads. The 2040 TPP does include an updated functional classification map (Fig.
1-2 in Chapter 1) and a modified Appendix D - Functional Classification Criteria. Communities should
consult the Local Plan Handbook for more information on functional classification, how to reflect the A
minor arterial system in their plan, and how to request functional classification changes if necessary.
Freight
The Council encourages all local governments to plan for freight movement in their communities.
Trucks are the major mode of freight movement in the region and across the nation to distribute
consumer goods as well as move manufactured goods and commodities, and they operate in every
community. Communities with special freight facilities shown on TPP Figure 8-1, Metropolitan Freight
System, (attached) should also include those additional modes and facilities in their local plan, and plan
for compatible adjacent land uses.
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Figure 1-1 of the TPP
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Figure 1-2 of the TPP
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Figure 5-8 of the TPP
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Figure 6-3 of the TPP
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Figure 6-8 of the TPP
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Figure 6-9 of the TPP
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Figure 7-1 of the TPP
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Figure 8-1 of the TPP
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Figure 9-1 of the TPP
Page - 21 | 2015 SYSTEM STATEMENT – EDINA WATER RESOURCES
WATER RESOURCE REQUIREMENTS/
WASTEWATER SYSTEM STATEMENT
City of Edina
The 2040 Water Resources Policy Plan includes policies and strategies to achieve the following goal:
To protect, conserve, and utilize the region’s groundwater and surface water in ways that protect
public health, support economical growth and development, maintain habitat and ecosystem health,
and provide for recreational opportunities, which are essential to our region’s quality of life.
The Policy Plan takes an integrated approach to water supply, water quality, and wastewater issues.
This approach moves beyond managing wastewater and stormwater only to meet regulatory
requirements by viewing wastewater and stormwater as resources, with the goal of protecting the
quantity and quality of water our region needs now and for future generations.
The Policy Plan includes policies and strategies to:
Maximize regional benefits from regional investments in the areas of wastewater, water supply
and surface water.
Pursue reuse of wastewater and stormwater to offset demands on groundwater supplies.
Promote greater collaboration, financial support, and technical support in working with partners
to address wastewater, water quality, water quantity and water supply issues.
Implement environmental stewardship in operating the regional wastewater system by reusing
wastewater, reducing energy use and air pollutant emissions, and reducing, reusing, and
recycling solid waste.
Key Concepts in the 2040 Water Resources Policy Plan
Adopted by the Metropolitan Council in May 2015, the 2040 Water Resources Policy Plan is the
metropolitan system plan for metropolitan wastewater services with which local comprehensive plans
must conform. The Policy Plan incorporates the following changes:
Centers on and around an integrated approach to water supply, wastewater, and surface water
planning.
Promotes the investigation of the issues and challenges in furthering our work in water conservation,
wastewater and stormwater reuse, and low impact development practices in order to promote a
more sustainable region.
Promotes the concept of sustainable water resources where, through collaboration and cooperation,
the region will take steps to manage its water resources in a sustainable way aimed at:
o Providing an adequate water supply for the region
o Promoting and implementing best management practices that protect the quality and quantity of
our resources
o Providing efficient and cost effective wastewater services to the region
o Efficiently addressing nonpoint and point sources pollution issues and solutions, and,
o Assessing and monitoring lakes, rivers, and streams so that we can adequately manage, protect,
and restore our valued resources.
Continues the Council’s position that communities that permit the construction and operation of
subsurface sewage treatment systems and other private wastewater treatment systems are
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responsible for ensuring that these systems are installed, maintained, managed and regulated
consistent with Minnesota Rules Chapter 7080-7083.
Includes requirements in Appendix C for comprehensive sewer plans, local water plans, and local
water supply plans.
Establishes inflow and infiltration goals for all communities served by the regional wastewater
system and requires all communities to include their inflow and infiltration mitigation programs in
their comprehensive sewer plan.
Works with the State to attempt to (1) make funds available for inflow and infiltration mitigation, and
(2) promote statutes, rules, and regulations to encourage I/I mitigation.
Edina should consult the complete Policy Plan in preparing its local comprehensive plan. In addition,
Edina should consult Thrive MSP 2040 and the Local Planning Handbook for specific information
needed in its comprehensive plan.
System Plan Considerations Affecting Your Community
Metropolitan Sewer Service
Under state law (Minn. Stat. 473.513) local governments are required to submit both a wastewater plan
element to their comprehensive plan as well as a comprehensive sewer plan describing service needs
from the Council. Specific requirements for the sewer element of your comprehensive plan can be
found in the Water Resources section of the Local Planning Handbook.
Forecasts
The forecasts of population, households, employment, and wastewater flows for Edina as contained in
the adopted 2040 Water Resources Policy Plan can be found
at: http://www.metrocouncil.org/Wastewater-Water/Planning/2040-Water-Resources-Policy-Plan.aspx
and on your Community Page in the Local Planning Handbook. These forecasts are for sewered
development. The sewered housing forecasts were estimated using SAC data, annual city reports,
current trends, existing and future local wastewater service areas and other information relating to your
community. The wastewater flows are based on historical wastewater flow data, future projected
wastewater generation rates, and the projected sewered population and employment data.
The Council will use these growth and wastewater flow forecasts to plan future interceptor and
treatment works improvements needed to serve your community. The Council will not design future
interceptor improvements or treatment facilities to handle peak hourly flows in excess of the allowable
rate for your community. Edina, through its comprehensive planning process, must decide the location
and staging of development, and then plan and design its local wastewater collection system to serve
this development. The Council will use its judgment as to where to assign growth within your
community to determine regional system capacity adequacy. If Edina wishes to identify specific areas
within the community to concentrate its growth, it should do so within its Comprehensive Sewer Plan.
You should also note that urban development at overall densities that are substantially lower than those
identified for your community in the Community Designation Section of this Systems Statement will also
be analyzed by the Council for their potential adverse effects on the cost of providing metropolitan
sewer service.
Description of the Metropolitan Disposal System Serving Your Community
Figure 1 shows the location of the Metropolitan Disposal System (MDS) serving your community.
Wastewater flow from Edina is treated at the Metropolitan and Seneca WWTP’s.
Page - 23 | 2015 SYSTEM STATEMENT – EDINA WATER RESOURCES
Description of the Regional Inflow/Infiltration (I/I) Program
The 2040 Water Resources Policy Plan states that the Council will establish I/I goals for all
communities discharging wastewater to the MDS. Communities that have excessive I/I in their sanitary
sewer systems will be required to eliminate excessive I/I. The Council will continue the implementation
of its on-going I/I reduction program. Communities identified through the program as needing to
eliminate excessive I/I will be required to submit a work plan that details work activities to identify and
eliminate sources of I/I. The Council can limit increases in service within those communities having
excess I/I that do not demonstrate progress in reducing their excess I/I. The Council will meet with the
community and discuss this alternative before it is implemented.
It is required that those communities that have been identified as contributors of excessive I/I, and that
have not already addressed private property sources, do so as part of their I/I program. Significant work
has been accomplished on the public infrastructure portion of the wastewater system. The Council will
pursue making funds available through the State for I/I mitigation, and promote statutes, rules and
regulations to encourage I/I mitigation.
Management of Subsurface Sewage Treatment Systems (SSTS) and Private
Systems
The Metropolitan Land Planning Act requires the sewer element of the local comprehensive plan to
describe the standards and conditions under which the installation of subsurface sewage treatment
systems and other private wastewater treatment systems will be permitted and to the extent
practicable, the areas not suitable for public or private systems.
The appropriate density for development with subsurface sewage treatment systems depends on the
suitability of the soils to treat wastewater and whether space is available for a primary and back up
drainfield. It is the Council’s position that all municipalities and counties allowing subsurface sewage
treatment systems should incorporate current MPCA regulations (Minn. Rules Chapter 7080-7083) as
part of a program for managing subsurface sewage treatment systems in the sewer element of their
local comprehensive plan and implement the standards in issuing permits.
Edina should adopt a management program consistent with state rules. An overview of Edina’s
management program must be included in the community’s local comprehensive plan update. If
adequate information on the management program is not included; the comprehensive plan will be
found incomplete for review until the required information is provided to the Council. Specific
requirements for the local comprehensive plan can be found in the Local Planning Handbook.
Small private treatment plants are located throughout the Metropolitan Area serving such developments
as individual industries, mobile home parks, and other urban type uses. The Council’s position is that
such private wastewater treatment plants should be permitted only if they are in areas not programmed
for metropolitan sewer service in the future and they are provided for in a community’s comprehensive
plan that the Council has approved. Furthermore, the community is responsible for permitting all
community or cluster wastewater treatment systems consistent with Minnesota Rules Chapter 7080-
7083 and MPCA standards. The Council will not provide financial support to assist communities if these
systems fail.
Edina should include in the sewer element of its local comprehensive plan the conditions under which
private treatment plants or municipal treatments would be allowed, and include appropriate
management techniques sufficiently detailed to ensure that the facilities conform to permit conditions.
Edina is responsible for ensuring that permit conditions for private treatment plants are met and
financial resources to manage these facilities are available.
Page - 24 | 2015 SYSTEM STATEMENT – EDINA WATER RESOURCES
Surface Water Management
In 1995, Minnesota Statutes Section 473.859, subd. 2 was amended to make the local water plan
(often referred to as local surface water management plans) required by section 103B. 235 a part of the
land use plan of the local comprehensive plan. Minnesota Rules Chapter 8410, updated in July of 2015,
includes the requirements for local water management plans. The main change that you need to be
aware of is that all communities in the metropolitan area must update their local water plan between
January 1, 2017 and December 31, 2018. This means that Edina must update its local water plan as
part of the comprehensive plan update. The community’s updated local water plan should be submitted
to the Council for its review concurrent with the review by the Watershed Management Organization(s)
within whose watershed(s) the community is located. Failure to have an updated local water plan
will result in the comprehensive plan being found incomplete for review until the required plan
is provided to the Council.
Local water plans must meet the requirements for local water plans in Minnesota Statutes, section
103B.235 and Minnesota Rules Chapter 8410. In general, local surface water plans need to include a
summary of the priorities and problems in the community; structural, nonstructural and programmatic
actions to take to address the priorities and problems; and clearly identified funding mechanisms to fix
the problems.
More detailed guidance for the local water plans can be found in Appendix C of the Council’s 2040
Water Resources Policy Plan and in the Council’s current Local Planning Handbook.
In addition, the Council has also updated its priority lake list that was first developed in the 1980s as
part of the Water Resources Policy Plan update. Figure 2 shows the priority lakes for Edina. The
Council uses the priority lake list to focus its limited resources. The list is also used in the environmental
review process. Where a proposed development may impact a priority lake, the project proposer must
complete a nutrient budget analysis for the lake as part of the environmental review process.
Also included on Figure 2 is the watershed organization(s) that Edina is part of and a list of impaired
waters in the community for use in development of your local water plans.
Other Plan Considerations
Water Supply
Local comprehensive plans also address water supply (Minn. Stat., Sec. 473.859). For communities in
the metropolitan area with municipal water supply systems, this local comprehensive plan requirement
is met by completing the local water supply plan template, which was jointly developed by the
Metropolitan Council and the Minnesota Department of Natural Resource (DNR).
FOR COMMUNITIES WHO OWN/OPERATE A PUBLIC WATER SUPPLY SYSTEM:
Because your community owns/operates a municipal community public water supply system (PWS),
the local water supply plan must be updated as part of the local comprehensive plan (Minn. Stat., Sec.
103G.291).
The updated local water supply plan should include information about your community along
with information about any neighboring communities served by your system.
You should update your local water supply plan upon notification by DNR. Local water supply plan due
dates will be staggered between January 1, 2017 and December 31, 2018. Your updated local water
supply plan should be submitted to the DNR. DNR will share the plan with the Council, and it will be
Page - 25 | 2015 SYSTEM STATEMENT – EDINA WATER RESOURCES
reviewed concurrently by both agencies. This schedule allows the local water supply plans to be
completed and included in the local comprehensive plan.
Failure to have an updated local water plan will result in the comprehensive plan being found
incomplete for review until the required plan is provided to the Council.
The water supply plan template fulfills multiple statutory obligations including:
Minn. Stat., Sec. 103G.291 to complete a water supply plan including demand reduction
Minn. Stat., Sec. 473.859 to address water supply in local comprehensive plans
Minn. Administrative Rules 4720.5280 to address contingency planning for water supply
interruption
The plan must be officially adopted by your community, and if applicable the utility board, as part of the
local comprehensive plan.
At a minimum, the updated local water supply plan must use the joint DNR and Metropolitan Council
template and include water demand projections that are consistent with the community’s population
forecast provided in the introductory section of this system statement. Potential water supply issues
should be acknowledged, monitoring and conservation programs should be developed, and
approaches to resolve any issues should be identified.
Guidance and information for water supply planning can be found in the Appendix C of the 2040 Water
Resources Policy Plan, the Local Planning Handbook, and the Council’s Master Water Supply Plan.
The Council’s Master Water Supply Plan provides communities in the region with planning assistance
for water supply in a way that:
Recognizes local control and responsibility for owning, maintaining and operating water systems
Is developed in cooperation and consultation with municipal water suppliers, regional
stakeholders and state agencies
Protects critical habitat and water resources over the long term
Meets regional needs for a reliable, secure water supply
Highlights the benefits of integrated planning for stormwater, wastewater and water supply
Emphasizes and supports conservation and inter-jurisdictional cooperation
Provides clear guidance by identifying key challenges/issues/considerations in the region and
available approaches without dictating solutions
Figures 3-5 illustrate some water supply considerations that the community may consider as they
develop their local water supply plans, such as: aquifer water levels, groundwater and surface water
interactions, areas where aquifer tests or monitoring may be needed to reduce uncertainty, regulatory
and management areas, and emergency interconnections.
Page - 26 | 2015 SYSTEM STATEMENT – EDINA WATER RESOURCES
Figure 1. MCES Sanitary Sewer Meter Service Areas
Page - 27 | 2015 SYSTEM STATEMENT – EDINA WATER RESOURCES
Figure 2. Surface Water Resources
Page - 28 | 2015 SYSTEM STATEMENT – EDINA WATER RESOURCES
Figure 3. Surface water features and interaction with the regional groundwater system, and state-protected surface water features
Page - 29 | 2015 SYSTEM STATEMENT – EDINA WATER RESOURCES
Figure 4. Availability of MN Department of Natural Resources groundwater level and MN Department of Health aquifer test data
Page - 30 | 2015 SYSTEM STATEMENT – EDINA WATER RESOURCES
Figure 5. Municipal public water supply system interconnections and regulatory management areas
Page - 31 | 2015 SYSTEM STATEMENT – EDINA REGIONAL PARKS
REGIONAL PARKS SYSTEM
STATEMENT
City of Edina
The Regional Parks System includes 62 regional parks, park reserves, and special recreation features,
plus more than 340 miles of regional trails that showcase the unique landscapes of the region and
provide year-round recreation. The Regional Parks System is well-loved by our region’s residents and
attracted over 48 million annual visits in 2014.
The organizational structure of the Regional Parks System is unique, built upon a strong partnership
between the Council and the ten regional park implementing agencies that own and operate Regional
Parks System units. The regional park implementing agencies are:
Anoka County Ramsey County
City of Bloomington City of Saint Paul
Carver County Scott County
Dakota County Three Rivers Park District
Minneapolis Park and Recreation Board Washington County
The 2040 Regional Parks Policy Plan was developed based on furthering the Thrive MSP 2040
outcomes of Stewardship, Prosperity, Equity, Livability, and Sustainability. Thrive MSP 2040 states that
the Council will collaborate with the Metropolitan Parks and Open Space Commission, the regional park
agencies, and state partners to:
Expand the Regional Parks System to conserve, maintain, and connect natural resources
identified as being of high quality or having regional importance, as identified in the 2040
Regional Parks Policy Plan.
Provide a comprehensive regional park and trail system that preserves high-quality natural
resources, increases climate resiliency, fosters healthy outcomes, connects communities, and
enhances quality of life in the region.
Promote expanded multimodal access to regional parks, regional trails, and the transit network,
where appropriate.
Strengthen equitable usage of regional parks and trails by all our region’s residents, such as
across age, race, ethnicity, income, national origin, and ability.
Key Concepts in the 2040 Regional Parks Policy Plan
The 2040 Regional Parks Policy Plan includes the following policies, each with specific associated
strategies:
Recreation Activities and Facilities Policy: Provide a regional system of recreation
opportunities for all residents, while maintaining the integrity of the natural resource base within
the Regional Parks System.
Page - 32 | 2015 SYSTEM STATEMENT – EDINA REGIONAL PARKS
Siting and Acquisition Policy: Identify lands with high-quality natural resources that are
desirable for Regional Parks System activities and put these lands in a protected status so they
will be available for recreational uses and conservation purposes in perpetuity.
Planning Policy: Promote master planning and help provide integrated resource planning
across jurisdictions.
Finance Policy: Provide adequate and equitable funding for the Regional Parks System units
and facilities in a manner that provides the greatest possible benefits to the people of the region.
System Protection Policy: Protect public investment in acquisition and development by
assuring that every component in the system is able to fully carry out its designated role as long
as a need for it can be demonstrated.
The 2040 Regional Parks Policy Plan is the metropolitan system plan for regional recreation open
space with which local comprehensive plans must conform. This system statement highlights the
elements of the system plan which apply specifically to your community. Find the complete text of the
2040 Regional Parks Policy Plan on the Council’s website.
2040 Regional Parks System Facilities
The Regional Parks System is comprised of four main types of facilities: regional parks, park reserves,
special recreation features and regional trails.
Regional Parks
Regional parks most notably contain a diversity of nature-based resources, either naturally occurring or
human-built, and are typically 200-500 acres in size. Regional parks accommodate a variety of passive
recreation activities.
Park Reserves
Park reserves, like regional parks, provide for a diversity of outdoor recreation activities. One major
feature that distinguishes a park reserve from a regional park is its size. The minimum size for a park
reserve is 1,000 acres. An additional characteristic of park reserves is that up to 20 percent of the park
reserve can be developed for recreational use, with at least 80 percent of the park reserve to be
managed as natural lands that protect the ecological functions of the native landscape.
Special Recreation Features
Special recreation features are defined as Regional Parks System opportunities not generally found in
the regional parks, park reserves or trail corridors. Special recreation features often require a unique
managing or programming effort.
Regional Trails
Regional trails are classified as 1) destination or greenway trails and 2) linking trails. Destination or
greenway trails typically follow along routes with high-quality natural resources that make the trail itself
a destination. Linking trails are predominately intended to provide connections between various
Regional Parks System facilities, most notably regional parks or park reserves.
Page - 33 | 2015 SYSTEM STATEMENT – EDINA REGIONAL PARKS
2040 Regional Parks System Components
The 2040 Regional Parks Policy Plan identifies six components which together comprise the vision for
the Regional Parks System in 2040, as described below.
Existing Regional Parks System Facilities: include Regional Parks System Facilities that are
open for public use. These facilities include land that is owned by regional park implementing agencies,
and may include inholding parcels within the boundaries of these parks and trail corridors that have not
yet been acquired. Existing regional trails may include planned segments that will be developed in the
future.
Planned Regional Parks System Facilities (not yet open to the public): include Regional
Parks System Facilities that have a Council-approved master plan and may be in stages of acquisition
and development, but are not yet open for public use.
Regional Parks System Boundary Adjustments: include general areas identified as potential
additions to existing Regional Parks System Facilities to add recreational opportunities or protect
natural resources. Specific adjustments to park or trail corridor boundaries have not yet been planned.
Regional Park Search Areas: include general areas for future regional parks to meet the
recreational needs of the region by 2040 where the regional park boundary has not yet been planned.
Regional Trail Search Corridors: include proposed regional trails to provide connections between
Regional Parks System facilities where the trail alignment has not yet been planned.
2040 Regional Trail Search Corridor System Additions: include regional trail search corridors
that were added to the Regional Parks System as part of the 2040 Regional Parks Policy Plan.
Key Changes in the 2040 Regional Parks Policy Plan
Adopted by the Metropolitan Council in February 2015, the 2040 Regional Parks Policy Plan
incorporates the following changes:
Identify all proposed regional trails as regional trail search corridors
All proposed regional trails that are not yet open to the public and do not have a Metropolitan Council
approved master plan are represented as a general regional trail search corridor. The 2030 Regional
Parks Policy Plan depicted these trails with a proposed alignment. The alignment of these regional
trails will be determined in the future through a planning process led by the regional park implementing
agency. The alignment of these trails is subject to Metropolitan Council approval of a regional trail
master plan.
Acquire and develop ten new regional trails or trail extensions to meet the needs of the
region in 2040. The 2040 Regional Trail Search Corridor Additions include:
Carver County:
County Road 61
Highway 41
Page - 34 | 2015 SYSTEM STATEMENT – EDINA REGIONAL PARKS
Three Rivers Park District:
CP Rail Extension
Dakota Rail Extension
Lake Independence Extension
Lake Sarah Extension
Minnetrista Extension
North-South 1
North-South 2
West Mississippi River
The 2040 Regional Parks System Plan Map is depicted in Figure 1. Edina should consult the
complete 2040 Regional Parks Policy Plan in preparing its local comprehensive plan. In addition, Edina
should consult Thrive MSP 2040 and the current version of the Metropolitan Council’s Local Planning
Handbook for specific information needed in its comprehensive plan.
System Plan Considerations Affecting Your Community
Regional Parks System Components in your community
The following Regional Parks System Components within Edina as identified in the 2040 Regional
Parks Policy Plan are listed below.
Regional Trails
Nine Mile Creek Regional Trail: This is an existing regional trail that is open to the public. The
regional trail travels through Hopkins, Edina, Richfield and Bloomington as it connects Minnesota River
Bluffs LRT Regional Trail, South Hennepin West and South Hennepin East (CP Rail) Regional Trail
Search Corridors, Intercity Regional Trail, and Minnesota Valley National Wildlife Refuge. The regional
trail alignment as shown in Figure 2 should be acknowledged in the comprehensive plan.
South Hennepin West (CP Rail) Regional Trail Search Corridor: The regional trail search corridor
travels through Bloomington, Edina, St. Louis Park, and Golden Valley as it connects South Hennepin
East Regional Trail Search Corridor, Hyland-Bush-Anderson Lakes Park Reserve, Nine Mile Creek
Regional Trail, Cedar Lake LRT Regional Trail, North Cedar Lake Regional Trail and Luce Line
Regional Trail. The trail will follow existing railroad grades. The railroad is still in active use so
planning for the conversion to a regional trail is on hold pending a change in status of the active railroad
operations. Three Rivers Park District will lead a planning process in the future to determine the
alignment of the regional trail. When preparing its comprehensive plan, Edina should verify whether a
master plan has been approved by the Metropolitan Council. If a master plan has been approved, the
planned regional trail alignment should be acknowledged in the comprehensive plan. Otherwise, the
general search corridor as shown in Figure 2 should be acknowledged in the comprehensive plan.
Please contact Three Rivers Park District for more information regarding Regional Parks System
Components in Edina.
Page - 35 | 2015 SYSTEM STATEMENT – EDINA REGIONAL PARKS
Figure 1. 2040 Regional Parks System Plan Map
Page - 36 | 2015 SYSTEM STATEMENT – EDINA REGIONAL PARKS
Figure 2. Regional Parks System Facilities in and adjacent to Edina
☐City Council Approved: 4/19/2007
☐City-Wide Revised:
☒Department
TRANSPORTATION IMPACT ANALYIS INITIATION AND REVIEW
I. Introduction
The purpose of this document is to provide guidance to applicants and/or consulting engineers
assessing the potential transportation impacts of a new development or a redevelopment proposed
within the City or which may result from related changes in zoning or Comprehensive Plan
amendments. Development applications will not be deemed complete until a final approved
Transportation Impact Analysis (TIA) has been received by the City. The following guidelines have
been developed to provide for clear, orderly, and consistent analysis by establishing minimum
standards for all Transportation Impact Analysis. City staff and the Edina Transportation Commission
will review the TIAs based on these criteria herein.
II. Transportation Impact Analysis (TIA)
A TIA is a study which assesses the effects that a particular development will have on the
transportation network in the community. These studies vary in their range of detail and complexity
depending on the type, size and location of the development. Transportation impact studies should
accompany developments which have the potential to impact the transportation network. These
studies can be used to help evaluate whether the development is appropriate for a site and what type
of transportation improvements may be necessary.
For the purposes of the TIA, all land at one location, including existing developments or available land
for building development under common ownership or control by an applicant shall be considered
when determining if required criteria are met. An application shall not avoid the intent of this
criterion by submitting a partial or segmented application or approval request for building permits,
development plans, subdivision, etc.
III. Transportation Impact Analysis Triggers
a. A TIA is required for any development meeting any or all of the following criteria:
i. generating approximately 1,000 or more vehicle trips per day
ii. generating approximately 100 or more vehicle trips in any one hour period
iii. if associated roadway traffic is increased by 50% or more
The trip rates in the most current edition of the Institute of Transportation Engineers (ITE) Trip
Generation should be used in determining the amount of traffic a particular development will
generate. If the proposed use is an expansion of an existing facility then existing traffic patterns
should be extrapolated to the proposed improvement. If no ITE rates exist for a particular type
of development or there is some uncertainty regarding the need to conduct a study, the City
traffic engineer will determine if a TIA is required.
If an applicant believes a TIA is not necessary then a written justification will be required. The
Edina Transportation Commission (ETC) and City staff will review the document and determine
how to proceed.
Page | 2
b. A TIA is not required when a development falls below the above mentioned threshold. A
traffic study is required in lieu of a TIA.
The ETC shall consider the following four effects in the evaluation of traffic studies that are
warranted by certain zoning, land-use, conditional use permits and final development plan
applications prior to the application being submitted to the Planning Commission and Council
for consideration:
i. Does the development significantly affect the operation and congestion of the
adjacent roadways or intersections and/or result in a traffic hazard?
ii. Does the development significantly affect pedestrian safety?
iii. Does the development provide opportunities for enhanced transit usage, van
pooling or car pooling?
iv. Does the development provide feasible opportunities to address an existing traffic
issue or safety problem?
c. Sound engineering practices and applicable regulatory standards shall be used to
evaluate any development proposal, regardless of the development size or scope.
d. Developments adjacent to another jurisdictional entity (road or city) shall submit
the traffic study to the respective agency for their information.
IV. Transportation Impact Analysis Study Area
a. The transportation consultant and project manager shall meet with the city traffic engineer to
establish the study area, to discuss critical issues, and to determine the complexity of the report
to be submitted. A preliminary site plan showing the planned development, internal circulation,
and connection to the public roadway system shall be provided to the City at the initial meeting.
The study area shall be approved by City staff.
b. All site access drives, adjacent roadways, and adjacent major intersections, plus the first signalized
intersection in each direction from the site shall be analyzed. Additional areas may be added
based on development size and specific site or local issues and policies. A general guideline for
setting the project study boundary will be when a development’s traffic using any particular
intersection falls below 20%.
V. Transportation Impact Analysis Requirements
A TIA shall be completed by a qualified Professional Traffic Operations Engineer (P.T.O.E.).
All traffic analysis shall utilize traffic modeling software compatible with the City of Edina’s software
program, Syncro/Traffic.
The TIA report will usually include the following:
Page | 3
a. Report Letter
i. Identify the person(s) to whom the report is addressed
ii. Summarize the findings and recommendations
iii. Clearly define peak traffic periods
b. Proposed Development and Study Area
i. Describe proposed development
ii. Map of site and street network
iii. Identify intersections/highway links to be analyzed
c. Existing Traffic Conditions
i. Figures showing ADTs, peak hour turning movements and levels of service (for all
applicable peak hour and peak hour of development unless otherwise directed by the
City traffic engineer)
ii. Indicate roadway/intersection geometrics, street right-of-way, type of traffic control at
intersections, traffic regulations (i.e. no parking zones, posted speed limit), and bus stops
iii. Determine queue lengths at controlled intersections that may affect project
d. Future Projected Traffic Conditions Without Development (City staff may provide base data)
i. Figures showing future projected ADTs, peak hour turning movements and level of
service
ii. Identify changes in road network and land use expected under full development
conditions
iii. Determine queue lengths at controlled intersections that may affect project
e. Existing Site Traffic
i. Site-generated traffic – ADT and peak hours
ii. Figure showing distribution by direction of approach
iii. Figure showing assignment (volumes and turning movements) to each link in the
network analyzed
f. Proposed Site Traffic
i. Site-generated traffic – ADT and peak hours (if development is to be completed in
phases, show cumulative traffic for each phase added)
ii. Figure showing distribution by direction of approach
iii. Figure showing assignment (volumes and turning movements) to each link in the
network analyzed
iv. "Pass-by" trip assumptions, distribution and assignment
g. Traffic Impact of Proposed Development
i. Figures showing ADTs, peak hour turning movements and level of service for present
conditions with proposed development
ii. Figures showing ADTs, peak hour turning movements and level of service for future
projected conditions with proposed development
iii. Determine queue lengths at controlled intersections that may affect the project
iv. Review ingress/egress sight distance, capacity and safety
v. Review on-site circulation for vehicles and pedestrians
vi. Review driveway and parking lot design for compliance with City standards and codes
Page | 4
h. Problem Areas
i. Identify congestion or safety problems for present conditions with proposed
development
ii. Identify congestion or safety problems under full development conditions with proposed
development
i. Travel Demand Management Plan i. A travel demand management plan shall be included as part of the analysis
ii. Bicycle and Pedestrian Facilities (provide for access to, from and through development
for bicyclists and pedestrians; recommend designated bicycle paths, lanes and facilities)
j. Transit Facilities
i. Identify existing bus turn-outs, park and ride lots and/or bus stops
ii. Analyze the need for additional transit facilities
k. Recommended Improvements and Solutions
i. Identify possible short-term improvements and solutions
ii. Identify possible long-term improvements and solutions
iii. Recommended improvements and solutions
l. Appendices
i. Capacity analysis calculations, data and assumptions (provide sufficient information for
reviewer to follow analysis and to be able to spot check results)
ii. Queue length analysis calculations, data and assumptions
iii. Provide other pertinent information that may be needed to explain or justify data used
in the report (i.e., if data from an actual field study of sites in the metro area is used in
place of ITE trip generation rates, then a report of the field study results should be
included in the appendix)
The TIA must be submitted at the same time as the development application. However, the developer
may find it advantageous to have the TIA completed several weeks prior to the submittal of the
development application in order to incorporate recommendations from the traffic report on the
development plan.
The TIA will be reviewed by City staff, independent traffic engineer and the ETC for final approval.
Any recommended improvements or solutions for the study area infrastructure as suggested by the TIA
will be the responsibility of the developer. The developer shall work with the appropriate agencies to
construct the infrastructure prior to completion of the project.
Fourteen (14) color copies of the report should be produced on standard 8½” x 11” letter size paper.
Figures can be plotted on 11” x 17” size paper format for legibility. One (1) copy submitted
electronically in portable document format (PDF). Electronic files of the computer traffic modeling
analysis will also be required.
Reference Material:
Institute of Transportation Engineer’s, Trip Generation Manual
Transportation Impact Analyses for Site Development, ITE - 2006
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CalvinChristianReformChurch
PublicLibrary
ConcordSchool
EdinaCovenant
CorneliaSchool
ColonialChurch
HighlandSchool
CalvaryLutheran
EdinaHighSchool
Our Lady ofGrace Church& School
SouthviewJr High
CrossviewLutheran
CountrysideSchool
St Albans Episcopal Valley ViewJr High
Creek Valley School
NormandaleLutheran
ColonyParkBaptist
St PatricksCatholic
NewCitiesCovenantChurch
NormandaleElementary
St StephensEpiscopal
EdinaCommunityCenter
GoldenYearsMontessor
CalvinChristianSchool
GoodSamaritanMethodist
EdinaMorningsideChurch
ChristPresbyterianChurch
ChapelHillsCongregtional
Shepard of the HillsLutheran
Edina Community Lutheran Church
FireStationBLAKE RDSCHAEFER RDVERNON AVEFRANCE AVE SXERXES AVE SCAHILL RD70TH ST W
66TH ST W
YORK AVE SINTERLACHEN BLVD
MALONEY AVE 44TH ST W
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GLEASON RD70TH ST W
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I-494
I-494 HWY 100HWY 169HWY 169HWY 100HWY 62
HWY 62
City of EdinaClassification of Living Streets
/Engineering DeptAugust, 2014
Living Streets Classification
CollectorLocal Connector
Minor Arterial
Principal Arterial
Local Street
ADT: 1,027
85% Speed: 28.8
ADT: 2,209
85% Speed: 29.4
ADT: 523
85% Speed: 30.6
ADT: 568
85% Speed: 30.4
ADT: 1,439
85% Speed: 30.5
ADT: 1,012
85% Speed: 28.4
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Wester Parkwood Knolls Neighborhood Traffic Counts
Taken October 9-13, 2017
Parkwood Knolls Neighborhood Traffic Counts
Street Address ADT4 85% Speed
(mph)ADT4 85% Speed
(mph)ADT4 85% Speed
(mph)
1 Dovre Dr 6807 1,752 29.4 1,027 28.8 -725 -0.6
2 Parkwood Ln 5504 1,071 31.8 523 30.6 -548 -1.2
3 Parkwood Rd 6633 942 33.3 568 30.4 -374 -2.9
4 Malibu Dr 5100 1,301 28.4 1,012 28.4 -289 0.0
5 Malibu Dr 5000 2,808 29.6 2,209 29.4 -599 -0.2
6 Park Terrace 5024 1,643 29.9 1,439 30.5 -204 0.6
1 Refer to accompanying map for locations
2 2016 counts taken Sep 13-19
3 2017 counts taken Oct 9-13
4 Average Daily Traffic
20162 20173Location1 Difference
October 26, 2017
Edina Transportation Commission
Nick Bauler, Traffic Safety Coordinator
Traffic Safety Report of October 4th, 2017
Information / Background:
The Traffic Safety Committee (TSC) review of traffic safety matters occurred on October 4. The
Transportation Planner, Traffic Safety Coordinator, Police Lieutenant, City Engineer, Public Works Director
and Assistant City Planner were in attendance for this meeting. The Traffic Safety Specialist was not able to
attend and was 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 October 26 Edina Transportation Commission and the November 21 City Council meeting agendas.
Section A: Items on which the Traffic Safety Committee recommends action:
A1. Request to change current ‘No Parking’ signage on School Rd
A school employee is requesting to change the restricted times to the current signs on the
south side of School Rd
Concord Elementary School has an
entrance at School Road
The north side of school road restricts
parking, as the south side restricts
parking during school days from 8 am to
4 pm
Concord Elementary changed school
start times later in the day, which now allows parents to park at 4 pm on the south side of
School Road prior to buses departing Concord Elementary
The width of School Road is 23’
STAFF REPORT Page 2
After review, staff recommends changing the No Parking signs near Concord Elementary
to restrict parking from 8:30 AM to 4:30 PM. Changing the time of the parking restrictions
will raise the safety of school buses and students in this area.
Section B: Items on which the Traffic Safety Committee recommends no action:
B1. Request to limit parking on Doncaster Way
A resident wants to further restrict
parking along Doncaster Way
Doncaster Way restricts parking on the
east-side of the street at Weekdays from
5 pm-9 pm
Doncaster Way is 29’ wide
Doncaster Way is located on the east
side of Highlands Park
Highlands Park hosts evening and
weekend events which include youth
soccer and football
After review, staff recommends no action. Doncaster already has restricted parking on the
east side of the street and further restriction at Highlands Park does not appear to be
necessary.
B2. Request for crosswalks in both directions at the intersection of W 56th St and Xerxes Ave
Residents requesting a crosswalk at this
intersection stating a crosswalk will
increase pedestrian awareness
Xerxes Ave borders Minneapolis
Xerxes is a two-lane Hennepin County
Road which is classified as a ‘Collector
Street’
W 56th St is classified as a ‘Local Street’
This intersection is controlled with an all-
way stop
The East side of Xerxes Ave includes a
gas station, a salon, a dry cleaning store
and a restaurant
This intersection has a north and
southbound bus stop (route 6)
North and Southbound crosses totaled
168 pedestrians with a two-hour peak of
45 crosses at 6:15 PM
STAFF REPORT Page 3
East and Westbound crosses totaled 202 pedestrians with a two-hour peak of 77 crosses at
6:00 PM
All data was collected and averaged from a two-day collection period
After review, staff recommends no action. Staff was informed Hennepin County and the
City of Minneapolis were not in favor of adding crosswalks to the current all-way stop at
this intersection.
B3. Request to add ‘No Parking’ on Concord Terrace
A resident who lives on Concord
Terrace is requesting to restrict parking
on one side of the street
Parking is currently allowed on both
sides of Concord Terrace
Vehicles are parking on both sides of the
street during youth and high school
football events
On-street parking is taking place mostly
during late afternoons/evenings from Thursdays-Saturdays during the late Summer into Fall
seasons
The width of Concord Terrace is 26’6”
After review, staff recommends no action. The request was to restrict parking when EHS
hosts varsity football games. Staff does not believe restricting parking in this neighborhood
is necessary for such a small amount of events in a year.
B4. Request to add all-way stop signs at W 44th St
and Brookside Ave
A resident who lives near this intersection is
requesting an all-way stop control at this
intersection
This intersection is controlled with a stop
sign for westbound traffic on W 44th St at
Brookside Ave
W 44th St runs east and westbound as a
Collector road
Brookside Ave is a north and southbound Collector road
Vehicles traveling on Brookside Ave is not stop-controlled
In 2016 W 44th St has an ADT of 4,019
Brookside Ave had and ADT of 2,544 in 2014
There have been two registered crashes in this location within the last five years of data
Brookside Ave exceeds 300 vehicles entering the intersection six times
W 44th St exceeds 200 vehicles entering the intersection three times
STAFF REPORT Page 4
After review, staff recommends no action. This intersection does not meet warrants to
become all-way controlled.
Section C: Items which staff recommends for further study
C1. Request to change current on-street parking on Edgebrook Place
Edgebrook Pl is a one-way street in the
Country Club Neighborhood
Parking is currently allowed on the right side
of the street
The width of Edgebrook is 17’6”
Vehicles traveling on Edgebrook are driving
onto the boulevard at 4616 Browndale Ave
causing ruts and chipping a tree to get
around parked vehicles on the north end of
Edgebrook
After review, staff recommends sending a letter to affected neighbors asking for their
feedback towards further restricted parking along Edgebrook Place.
C2. Request to increase turning restrictions onto Chapel Lane
A resident who lives along Chapel Drive
believes eastbound vehicles on Valley View
Rd are using Chapel Lane and Chapel Drive
as a cut-thru during evening rush hours
This resident is requesting to limit right
turns from Valley View Drive onto Chapel
Lane during even rush hours
Currently, there are afternoon right turn
restrictions onto Chapel Lane between
3:10-3:40 pm
Fall 2017 data shows the peak evening rush hour for southbound traffic at Chapel lane is 34
cars at 1:30 pm
After review, staff recommends further study prior to any recommendation. The City has
been in discussions with Edina Public Schools regarding a transportation study once all
construction is completed. With the current information, staff is under the impression this
issue does not warrant any additional turn restrictions on Valley View Rd.
Section D: Other Traffic Safety Items Handled
D1. Request to move Share the Road signs on Olinger as they were in the clear-sight area. After inspecting
the signs along Olinger Blvd, it was recommended the Sign Department to move the two signs between
properties to stay out of Edina’s clear-view ordinance.
STAFF REPORT Page 5
D2. A resident requested clearing rock from a sidewalk outside of Holiday Gas station off Interlachen Blvd.
The rock was making it difficult for pedestrians with ailments to travel safely on the sidewalk. After
inspection, the rock was cleared.
D3. Resident requested a Walk Request button to be fixed at a traffic signal at W 51st St and France Avenue.
This was forwarded as the traffic signal is under the jurisdiction of the City of Minneapolis.
D4. A resident requested increased police enforcement at the intersection of W 58th St and Beard Ave. The
resident stated vehicles are speeding and failing to stop at the all-way stop. This request was forwarded to
the EPD.
D5. A request was made to change the traffic signal timing at W 77th St and Minnesota Dr. Eastbound traffic
from W 77th St are restricted from turning left onto Parklawn Ave causing backups onto W 77th St. This is
leading drivers to illegally turn left onto Parklawn Ave into oncoming traffic. This request was forwarded to
the City of Bloomington, as they own and maintain these traffic signals.
D6. A resident was requesting to place ‘No Bicycles Beyond This Point’ signs along Rosland Park’s
pedestrian paths. This request was discussed and was a ‘C Item’ in the September 2017 Traffic Safety
Report. It was decided to discuss this item with the Parks Department. The Parks Department is in favor of
and will be adding signs at necessary locations.
D7. A resident was requesting additional ‘No Thru Traffic’ signs at 7th St South as vehicles turn south onto
Lincoln Circle during the HWY 169 bridge closure project. Staff was confident with current signs in place
and the opening of the HWY 169 bridge over Ninemile Creek, this request was denied.
STAFF REPORT Page 6
Appendix A:
All-Way Stop Warrants
Multi-way stop control can be useful as a safety measure at intersections if certain traffic conditions exist.
Safety concerns associated with multi-way stops include pedestrians, bicyclists, and all road users expecting
other road users to stop. Multi-way stop control is used where the volume of traffic on the intersecting
roads is approximately equal.
The restrictions on the use of STOP signs described in Section 2B.4 also apply to multi-way stop
applications. 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 from this condition.
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.
4115 Sunnyside Road
Edina, Minnesota 55424
October 6, 2017
Edina Transportation Commission
Edina City Hall
Edina, Minnesota
By email
Re: Consultant Report on Rail Transit
Ladies and Gentlemen:
The Report from the consulting firm engaged by the Commission to elicit public opinion
concerning development of rail transit along the Canadian Pacific Railroad line traversing the
City does a profound disservice to the City and should be rejected by the Commission.
The Report at best represents the divided views of no more than 1% of Edina’s residents and
essentially none of its employers. The consultants failed to survey Edina residents or businesses
in a statistically valid manner to ascertain the opinions or preferences of a majority of Edina
residents and businesses. The Report does not claim otherwise, and is therefore completely
unreliable as an index of public opinion, or as a basis for forming an informed judgment about
prudent transit policy for the City.
The Report fails to note that even in the limited public exposure to rail transit ideas afforded to
Edina residents and businesses in the public meetings, the consultants affirmatively
misrepresented the nature of a probable rail transit service in the CP corridor in two critical
respects:
(a) No reference was made to the use of Diesel Multiple Unit (“DMU”) trains, which is
the only appropriate rolling stock to use in a corridor of this character (DMU trains
are self-propelled coaches, usually operated in trains of two or three cars, which are
small scale, quiet and unobtrusive; they are the vehicle of choice being used today in
all similar corridors in the western United States); and
(b) the possible service was not accurately represented as being part of a larger
regional network of transit and Regional Rail passenger services connecting to the
Twin Cities’ growing LRT network plus Northstar and a number of potential regional
services to Duluth, Eau Claire, Owatonna and other regional destinations. No
reference was made to the ability of rail transit service to support the plethora of
businesses and job locations across southern Edina along the 77th Street Corridor by
means of feeder buses. No mention was made that the CP corridor is already part of
the first-tier Southern Minnesota Corridor designated in the Revised State Rail Plan.
These are critical failures that completely invalidate the Report, and its recommendations.
The Report also fails to point out that regional discussion of the development of these rail
transit services are and will continue to be ongoing, and that Edina will either be a participant in
them, or—in a sense—the victim of them if the City is not a participant. Since the Southwest
Corridor LRT project will leave Edina as the only southwestern suburb inside of Chanhassen
without rail transit service, the steps recommended by the Report would be a strategic blunder
by Edina.
The Report does no more than document the obvious: a highly unscientific and statistically
unreliable public meeting process suggested only that some members of a self-selected and
tiny group of residents who own homes near the railroad prefer not to have (more) trains
operate over it. This adds nothing to the discussion of an important transport policy issue
affecting the interests of the entire city of Edina, and all of its residents and employers.
Based on these considerations, the Commission should reject the consultant Report, and
instead advise the City Council that the City should (a) conduct a statistically-reliable survey of
all of its residents and businesses to ascertain the opinions of a majority of Edina residents and
businesses on the actual transit service likely to be developed in the CP corridor, not just a self-
selecting sample of known opponents; (b) consult with the City’s many businesses to ascertain
their opinion about a rail transit service on the CP corridor supported by circulator buses along
the 77th Street Corridor and north to Galleria and Southdale; and (c) actively participate in
current and future regional discussions concerning development of rail transit and Regional Rail
passenger services that might serve and benefit Edina.
Respectfully,
Andrew Selden
952.926.5373
Ncl25@yahoo.com
Cc: City Council members
Mayor of Edina
TRANSPORTATION COMMISSION SCHEDULE OF MEETING AND EVENT DATES AS OF OCTOBER 26, 2017
SCHEDULE OF UPCOMING MEETINGS/DATES/EVENTS
Thursday Oct 26 Regular ETC Meeting 6:00 PM MAYOR’S CONFERENCE ROOM
Thursday Nov 16 Regular ETC Meeting 6:00 PM COMMUNITY ROOM
Thursday Dec 21 Regular ETC Meeting 6:00 PM COMMUNITY ROOM
Thursday Jan 18 Regular ETC Meeting 6:00 PM COMMUNITY ROOM
Thursday Feb 15 ETC Annual Meeting 6:00 PM COMMUNITY ROOM
Thursday Mar 15 Regular ETC Meeting 6:00 PM COMMUNITY ROOM
Thursday Mar 28 Planning Commission Work Session 5:30 PM COUNCIL CHAMBERS
Thursday Apr 19 Regular ETC Meeting 6:00 PM COMMUNITY ROOM
Thursday May 17 Regular ETC Meeting 6:00 PM COMMUNITY ROOM
Thursday Jun 21 Regular ETC Meeting 6:00 PM COMMUNITY ROOM
Thursday Jul 19 Regular ETC Meeting 6:00 PM COMMUNITY ROOM
Thursday Aug 16 Regular ETC Meeting 6:00 PM COMMUNITY ROOM
Handouts at meeting
Bus Route & Stop Times
Copy 11/09/2017
9am-2pm | Every Thursday | $3 per day
The Fountains at Hosanna!Kingsley ShoresCub Foods & Dollar TreeTargetWinsor PlazaMain Street ManorHighview HillsLakeville Heritage CenterDakota Co. Heritage LibraryWalkable locations from
Cub Foods & Dollar Tree:
Walgreens
Culver’s
Wendy’s
Erbert & Gerbert’s
Walkable locations from
Target:
Applebee’s
Caribou Coffee
Marshalls
Quiznos
A.M.
P.M.
Note: The LOOP bus will not run Thursday, Nov. 23 due to the Thanksgiving holiday.
9:00 9:12 9:16 9:24 9:35 9:37 9:479:39 9:44 9:50
10:00
11:00
12:00
1:00
10:12 10:16 10:24 10:35 10:37 10:39 10:44 10:47 10:50
11:12 11:16 11:24 11:35 11:4411:37 11:39 11:47 11:50
12:12 12:16 12:24 12:35 12:37 12:39 12:4712:44 12:50
1:12 1:16 1:24 1:35 1:37 1:39 1:44 1:47 1:50
Q: Can I use the LOOP if I use a scooter, wheelchair or walker?
A: Yes. The driver will help load your mobility device and assist you as
needed. Anyone can request to use the lift.
Q: What do I need in order to ride the LOOP?
A: A rider card that is available via application. Applications can be found at
the Heritage Center & on the bus.
Q: What is the cost?
A: $3 all-day fare every Thursday.
For questions about the LOOP bus route or schedule, please call DARTS at 651-234-2272.
One Stop, Many Options
On-Demand Stops
FAQs
Many stops have multiple businesses within a walkable block.
Need a special stop? Ask your driver or call 651-234-2272 to ask for a stop within two blocks of the LOOP route.
Thank you to our community partners
See Back for Schedule
The LOOP is a Thursday bus service that takes
riders to and from local destinations.