HomeMy WebLinkAbout2023-08-17 Meeting PacketAgenda
Transportation Commission
City Of Edina, Minnesota
City Hall - Community Room
Thursday, August 17, 2023
6:00 PM
I.Call To Order
II.Roll Call
A.Welcome Commissioner Olson
III.Approval Of Meeting Agenda
IV.Community Comment
During "Community Comment," the Board/Commission will invite residents to share relevant issues
or concerns. Individuals must limit their comments to three minutes. The Chair may limit the
number of speakers on the same issue in the interest of time and topic. Generally speaking, items
that are elsewhere on tonight's agenda may not be addressed during Community Comment.
Individuals should not expect the Chair or Board/Commission Members to respond to their
comments tonight. Instead, the Board/Commission might refer the matter to sta% for
consideration at a future meeting.
V.Approval Of Meeting Minutes
A.Draft Minutes: June 15 and July 20, 2023
VI.Special Recognitions And Presentations
A.Commuter Services Presentation
B.Special Recognition - Commissioners Kanti Mahanty and
Sweeney
VII.Reports/Recommendations
A.Tra/c Safety Report of July 25, 2023
B.2023 Work Plan Updates
C.2024 Work Plan Development
VIII.Chair And Member Comments
IX.Sta5 Comments
X.Adjournment
The City of Edina wants all residents to be comfortable being part of the public
process. If you need assistance in the way of hearing ampli8cation, an
interpreter, large-print documents or something else, please call 952-927-8861
72 hours in advance of the meeting.
Date: August 17, 2023 Agenda Item #: II.A.
To:Transportation Commission Item Type:
Other
From:Andrew Scipioni, Transportation Planner
Item Activity:
Subject:Welcome Commissioner Olson Information
CITY OF EDINA
4801 West 50th Street
Edina, MN 55424
www.edinamn.gov
ACTION REQUESTED:
None.
INTRODUCTION:
Bethany Olson has been appointed to serve on the Commission for a partial term ending March 1, 2025.
Date: August 17, 2023 Agenda Item #: V.A.
To:Transportation Commission Item Type:
Minutes
From:Andrew Scipioni, Transportation Planner
Item Activity:
Subject:Draft Minutes: June 15 and July 20, 2023 Action
CITY OF EDINA
4801 West 50th Street
Edina, MN 55424
www.edinamn.gov
ACTION REQUESTED:
Approve the minutes of June 15 and July 20, 2023 regular meetings.
INTRODUCTION:
See attached draft minutes.
ATTACHMENTS:
Description
Draft Minutes: Jun 15, 2023
Draft Minutes: Jul 20, 2023
Draft Minutes☒
Approved Minutes☐
Approved Date:
Minutes
City Of Edina, Minnesota
Transportation Commission
City Hall Community Room
June 15, 2023
I. Call To Order
Chair Lewis called the meeting to order at 6:01 p.m.
II. Roll Call
Answering roll call: Commissioners Bildsten, Brown, Johnson, Lewis, McCarthy, Plumb-Smith, Rubenstein,
Wright, Sweeney
Late: Commissioner Kanti Mahanty
Staff present: Transportation Planner Andrew Scipioni
III. Approval of Meeting Agenda
Motion was made by Commissioner Johnson and seconded by Commissioner Rubenstein
to approve the agenda with an amendment to move Item VI. Community Comment
before Item V. Special Recognitions and Presentations. All voted aye. Motion carried.
IV. Approval of Meeting Minutes
Motion was made by Commissioner Rubenstein and seconded by Brown to approve the
May 18, 2023 meeting minutes. All voted aye. Motion carried.
V. Community Comment
Ben and Emily Paul, 5605 Schaefer Road, testified about Item B1 on the Traffic Safety Report of May 30, 2023.
The Pauls noted that the street is wide without curb and people feel comfortable driving fast and requested
pedestrian facilities or other traffic calming measures be implemented.
Corey Hickner-Johnson, 5744 Ewing Avenue, testified about Item B2 on the Traffic Safety Report of May 30,
2023. Hickner-Johnson requested measures to reduce vehicle speeds on West 58th Street, noting that the
street is a thoroughfare for children.
VI. Special Presentations/Recognitions
A. Metro Transit E Line BRT Project Update
Evan Owens-Ambrogio and Erik Thompson from Metro Transit provided an update on the E Line Bus
Rapid Transit project and the opportunities for public feedback on the preliminary station platform
designs.
VII. Reports/Recommendations
A. Draft Cahill District Plan
The Commissioner reviewed and commented on the draft Cahill District Plan. Comments from
Commissioners included:
Support staff recommendation to retain bike lanes on Cahill Road.
Draft Minutes☒
Approved Minutes☐
Approved Date:
Suggest that the City consider time-limited parking restrictions within district to
accommodate parking demands and wider turning movements.
Support staff recommendation to prioritize studying improvements at the intersection of
Dewey Hill Road and Cahill Road.
Suggest consideration for a roundabout at the intersection of Cahill Road and West 70th
Street.
Commissioner Kanti Mahanty arrived at 7:00.
B. Traffic Safety Report of May 30, 2023
The Commission reviewed and commented on the Traffic Safety Report of May 30, 2023.
Item B1: Driver and pedestrian safety concerns on West 58th Street east of France Avenue
Motion was made by Commissioner McCarthy and seconded by Commissioner
Wright to recommend that the City pilot a temporary traffic circle at Drew and Zenith
Avenues and conduct a traffic study before and after implementation. All voted aye.
Motion approved.
C. 2023 Work Plan Updates
#1 Pedestrian Crossing Policy Review – Met with staff to talk about next steps, focusing on
case studies and looking for areas where Edina can improve.
#2 Bicycle Network Planning for Bikes and Transportation – Subcommittee is looking
at current bike routes to Southdale and Cahill.
#3 France Avenue Corridor Review – Subcommittee met with Richfield staff to talk about
multi-modal improvement projects. Members asked if there are landscaping standards for
France.
#4 Boulevard Tree Planting – Subcommittee asked for the street recon map.
#5 Cahill Small Area Plan – Commission reviewed and commented on draft plan.
#6 Parking – On hold until Planning Commission reaches out.
D. Mid-Year York Plan Modification
Motion was made by Commissioner Johnson and seconded by Rubenstein to approve the
mid-year work plan modification as proposed. All voted aye. Motion carried.
E. 2024 Work Plan Development
The Commissioner continued discussion on their 2024 work plan proposal.
Commissioner Johnson left at 8:31.
Commissioner Rubenstein left at 8:41.
VIII. Chair and Member Comments – Received.
IX. Staff Comments – Received.
X. Adjournment
Draft Minutes☒
Approved Minutes☐
Approved Date:
Motion was made by Commissioner McCarthy and seconded by Commissioner Brown to
adjourn the June 15, 2023 regular meeting at 8:46 p.m. All voted aye. Motion carried.
TRANSPORTATION COMMISSION ATTENDANCE
J F M A M J J A S O N D # of Mtgs Attendance %
Meetings 1 1 1 1 1 1 6
SEAT NAME
1 Wright, Grant 1 1 1 1 4 100%
2 Rubenstein, Tricia 1 1 1 1 1 1 6 100%
3 Bildsten, Roger 1 1 1 1 4 100%
4 Lewis, Andy 1 1 1 1 1 1 5 100%
5 Johnson, Kirk 1 1 1 1 1 5 83%
6 Brown, Chris 1 1 1 1 1 1 6 100%
7 Kitui, Janet 1 Resigned N/A -
8 McCarthy, Bruce 1 1 1 1 1 5 83%
9 Plumb-Smith, Jill 1 1 1 1 1 5 83%
10 Kanti Mahanty, Stephen (s) 1 1 1 1 4 67%
11 Sweeney, Isaiah (s) 1 1 1 1 1 5 83%
Draft Minutes☒
Approved Minutes☐
Approved Date:
Minutes
City Of Edina, Minnesota
Transportation Commission
City Hall Community Room
July 20, 2023
I. Call To Order
Chair Lewis called the meeting to order at 6:15 p.m.
II. Roll Call
Answering roll call: Commissioners, Bildsten, Brown, Lewis, Wright
Absent: Commissioners Johnson, McCarthy, Olson, Plumb-Smith, Rubenstein, Kanti Mahanty, Sweeney
Staff present: Director of Engineering Chad Millner
III. Community Comment
None.
IV. Reports/Recommendations
A. 2024 Work Plan Development
The Commission continued discussion on their 2024 work plan proposal.
V. Chair and Member Comments – Received.
VI. Staff Comments – Received.
VII. Adjournment
Chair Lewis adjourned the meeting at 7:45 p.m.
Draft Minutes☒
Approved Minutes☐
Approved Date:
TRANSPORTATION COMMISSION ATTENDANCE
J F M A M J J A S O N D # of Mtgs Attendance %
Meetings 1 1 1 1 1 1 1 7
SEAT NAME
1 Wright, Grant 1 1 1 1 1 5 100%
2 Rubenstein, Tricia 1 1 1 1 1 1 6 86%
3 Bildsten, Roger 1 1 1 1 1 5 100%
4 Lewis, Andy 1 1 1 1 1 1 1 7 100%
5 Johnson, Kirk 1 1 1 1 1 5 71%
6 Brown, Chris 1 1 1 1 1 1 1 7 100%
7 Olson, Bethany 0 0%
8 McCarthy, Bruce 1 1 1 1 1 5 71%
9 Plumb-Smith, Jill 1 1 1 1 1 5 71%
10 Kanti Mahanty, Stephen (s) 1 1 1 1 4 57%
11 Sweeney, Isaiah (s) 1 1 1 1 1 5 71%
Date: August 17, 2023 Agenda Item #: VI.A.
To:Transportation Commission Item Type:
Other
From:Andrew Scipioni, Transportation Planner
Item Activity:
Subject:Commuter Services Presentation Information
CITY OF EDINA
4801 West 50th Street
Edina, MN 55424
www.edinamn.gov
ACTION REQUESTED:
None.
INTRODUCTION:
Commuter Services staff will present about the services and resources they provide related to alternative
transportation options along the I-494 corridor.
ATTACHMENTS:
Description
Presentation
Sustainable Commuting
Programs and Resources
Commuter Services
August 17, 2023
About the I-494 Corridor
▪19% of metro area population lives along corridor
▪21% of metro area jobs are located on/near
corridor
▪More than 284,272 jobs near the corridor
compared with
▪205,653 jobs in downtown Minneapolis
▪43,750 jobs in downtown St. Paul
▪More jobs than the downtowns combined
People from 85 out of the 87 counties in Minnesota use this stretch of I-494 on a daily basis
Study of Commute Behavior on I-494
•95% drive alone
•4% carpool
•1% bicycle and take transit
•30% are willing to try transit
•30% open to carpooling
Working Jointly on Transportation Improvements
The I-494 Corridor Commission is a
joint powers organization established
in 1986 to address concerns about
increasing traffic congestion along the
I-494 corridor.
Member cities include Bloomington,
Eden Prairie, Edina, Minnetonka, and
Richfield.
Commuter Services Staff
In 2001 the I-494 Corridor
Commission hired staff to work
with employers to reach
employees with resources to
shift drive alone commuters
into a sustainable mode.
Edina’s TDM Policy
“Strategies to promote TDM may include pedestrian and bicycle infrastructure, utilization of
transit service, car/vanpooling, shared mobility and telecommuting.”
TDM measures may include, but are not limited to:
▪On-site transit facilities
▪Preferential location for managed carpool and vanpool parking
▪Telework
▪On-site bicycle, scooter and pedestrian facilities
▪Financial incentives
Commuter Services exists, in part, to assist the City of Edina employers and
developers in achieving TDM Policy compliance.
*Source: Edina Transportation Demand Management Policy, 4/20/2021
Edina Outreach
Barr Engineering
BI Worldwide
Casa de Corazon
CBRE
Centennial Lakes Office Park
DuPont
Edina Chamber of Commerce
Edina Library
Edina Public Schools/Community Education
Edina Realty
Fairview Health Services
Frauenshuh
Jerry’s Enterprises Inc.
Edina Outreach
Katun
Lunds & Byerlys
M Health Fairview Southdale Hospital
PGC
Southdale Center
Southdale Library
Southdale Office Center
SpartanNash
Sunrise Senior Living
The Lynhall
The Nerdery
Western National Insurance Company
YMCA Southdale
Yorktown Offices
Strategies and Resources for Employers
▪Displays: with transit routes serving that employer, bicycle
commuting tips, carpool and Guaranteed Ride Home
information
▪Free outdoor bike rack: for companies that agree to promote
bicycle commuting
▪Preferential carpool parking: management of carpool parking
▪Commuter Fairs: on-site, interactive events
▪Lunch & Learns: construction projects, how to bike in traffic,
updates on transit projects
▪Customized communications: written content to promote
sustainable commute options
▪Transit pass program enrollment assistance
▪Telework/Hybrid resources
▪Road construction updates
▪Commute information for new hires
▪Sign up for quarterly employer
newsletter
▪Sign up for monthly commuter
newsletter
▪Promotion of commute options for a
company newsletter, intranet posts,
blogs or direct email
Additional Resources for Employers
Individualized Commute Assistance
▪Ridematching: Individuals with a similar commute who are
interested in sharing the ride for carpooling or vanpooling
▪Customized transit information: Personalized trip itinerary,
schedules for bus or train, two free passes to try it
▪Bike commuting resources: Hennepin County bike trails
map, tips on biking in traffic, bike apps and the MN bike laws
▪Guaranteed Ride Home: $100 free taxi, Uber or Lyft rides
per year as a safety net for people who use an alternative to
driving alone to work
▪Telework/Hybrid resources: Deep set of resources for
teleworkers and hybrid workers, telework trends newsletter,
Ask An Expert, webinars
Education for Edina residents
Commuter Services provides resources
and educational tools to residents
through:
▪Community events such as Edina
Farmers Market, Fall into the Arts
Festival, Edina Clothing Swap
▪New Resident Packet mailings
▪Press releases run through the Edina
Chamber of Commerce, Sun Current
publications, and the City of Edina
communications
Twin Cities Telework
▪Twin Cities Telework Website
▪www.tctelework.com
▪Webinars
▪Ask an Expert
▪Newsletter
▪Consulting
Telework/Hybrid Work Resources
Sample telework and hybrid work
policies – employer can customize
Teleworker agreement
Implementation guidance
Consulting on best practices
Training for managers on how to
manage remote workers
Ergonomic and home office
recommendations
Mental Health Tips for Teleworkers
Construction Updates
Commuter Services works with MnDOT, Metro
Transit, and member cities to relay information
about projects that affect the commute.
▪Updates in monthly commuter newsletter
▪Timely webinars about significant road
construction projects
▪Provide construction plan feedback as it
pertains to sustainable commuting
▪Send out project updates to employers
▪Provide project resources to commuters and
employers to ensure they are aware of
potential construction impacts
Residential Transit Pass
The Residential Transit Pass is a deeply discounted transit pass
program for multifamily housing with 10 units or more.
Properties commit to providing one Go-To card per unit, at a cost of
$14 per unit. This unlimited-use pass is an 88 percent discount from
the full price of monthly passes.
Residential Transit Pass
17/12
▪Sign 1–5 year contract
▪Property owner owns transit passes
(1 pass/unit)
▪Manage passes and payment
through portal
▪Order/cancel passes as tenants
arrive/leave
▪Metro Transit supports marketing to
tenants
Key benefits for communities
▪Residents live in neighborhoods and communities with less
traffic, less pollution and improved air quality.
▪An increase in local transit use makes transit safer for
everyone.
▪Transit increases foot traffic for small businesses.
▪Transit amenities bring accessibility for aging and disabled
residents.
Recent data and survey trends
Commuter Services routinely surveys employers and commuters to monitor
the impact telework has had on the daily commute.
These surveys also enable staff to identify new resources necessary to
promote sustainable commuting in the member cities.
Employer surveys are distributed twice annually, to contacts at approximately
1,000 area employers.
Commuter/Telework Surveys are also deployed twice annually to more than
5,500 commuters who live and/or work in the five cities covered by the
Commuter Services TMO.
0
10
20
30
40
50
60
70
80
90
Early 2020 May-20 Aug-20 Feb-21 Jul-21 Dec-21 May-22 Oct-22 23-Apr
Percentage of telework vs. drive alone
May 2020-April 2023
Telework Hybrid Drive alone Average telework and hybrid
Source: Commuter Services April 2023 Commuter/Telework Survey
24
11
13
16
8
18
11
9
15 16
11
26
11 10
18 19
11
27
0
5
10
15
20
25
30
None One Two Three Four Five
Days per week at the worksite by percentage
May-22 Oct-22 Apr-23
Source: Commuter Services April 2023 Commuter/Telework Survey
Drive alone
37%
Telework/hybrid
34%
Bike commute
8%
Combination
of modes
8%
Bus transit
5%
Carpool
4%
Walk 2%
Primary commute modes
Source: Commuter Services April 2023 Commuter/Telework Survey
Gas-powered light
duty
54%
Gas-powered heavy
duty
11%
Hybrid light duty
8%
Electric light duty
2%
Personal commuter vehicles by type
Source: Commuter Services April 2023 Commuter/Telework Survey
Commuter Services
Average Annual Results by Mode
1,887 new transit riders
1,635 new carpoolers
1,254 new bicycle commuters
937 new teleworkers
43 new vanpoolers in 15 vanpools
5,756 Drive alone commuters switch to using a sustainable
commute mode (three or more days per week) after
receiving customized assistance from Commuter Service
Resulting in an estimated 56 million vehicle miles avoided annually
as a direct result of Commuter Services outreach
56 million vehicle miles avoided is 23,234 metric
tons of CO2 emissions saved
Making a difference
It takes 1,161,692 mature trees to reduce the same
amount of CO2 emissions
Questions?
Thank You!
For information, please contact:
Melissa Madison
Executive Director
Commuter Services
612-749-4494
melissa@494corridor.org
Kate Meredith
Vice President
Commuter Services
612-750-4494
kate@494corridor.org
Michelle Leonard
Outreach and Programs
Manager
Commuter Services
612-225-8868
mleonard@494corridor.org
Date: August 17, 2023 Agenda Item #: VI.B.
To:Transportation Commission Item Type:
Other
From:Andrew Scipioni, Transportation Planner
Item Activity:
Subject:Special Recognition - Commissioners Kanti Mahanty
and Sweeney
Information
CITY OF EDINA
4801 West 50th Street
Edina, MN 55424
www.edinamn.gov
ACTION REQUESTED:
None.
INTRODUCTION:
Commissioners Kanti Mahanty and Sweeney's terms on the Commission will expire following this meeting. The
City thanks them for their service.
Date: August 17, 2023 Agenda Item #: VII.A.
To:Transportation Commission Item Type:
Report and Recommendation
From:Nick Bauler, Traffic Safety Coordinator
Item Activity:
Subject:Traffic Safety Report of July 25, 2023 Discussion
CITY OF EDINA
4801 West 50th Street
Edina, MN 55424
www.edinamn.gov
ACTION REQUESTED:
Review and comment on the Traffic Safety Report of July 25, 2023.
INTRODUCTION:
See attached staff report and supporting material.
Comments received by the Commission will be included in the staff report provided to City Council at their
September 5 regular meeting.
ATTACHMENTS:
Description
Traffic Safety Report of July 25, 2023
August 17, 2023
Transportation Commission
Nick Bauler, Traffic Safety Coordinator
Traffic Safety Report of July 25, 2023
Information / Background:
The Traffic Safety Committee (TSC) review of traffic safety matters occurred on July 25. The Traffic Safety
Coordinator, City Engineer, Streets Public Service Worker, Transportation Planner, Police Sergeant, Public
Works Director and Assistant City Planner were in attendance for this meeting. The Transportation Planner
was not able to attend but was informed of the decisions.
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, they can submit correspondence to the Transportation Commission and/or to City Council
prior to the September 5 regular meeting.
Section A: Items on which the Traffic Safety Committee recommends action
A1. Request for crosswalk over W 54th Street at Halifax Lane.
Staff recommends installing a crosswalk over W 54th St.
Description Resident is concerned with crossing safety at Halifax Ln
near Agamim Classical Academy.
AADT 2,320
85% Speed N/A
Crashes One crash in 2013 involving bicyclist.
Ped and Bike
Crosses
134 Pedestrians, 15 bicyclists. (April 11, 2023)
Peak hour 25 crosses at 8:15 am.
Sight Lines Adequate
Previous
Request
Request to designate W 54th St as a school speed zone,
request denied in 2023.
Unique
Circumstances
W 54th St has advisory bike lanes.
Located 330’ west of France Ave.
Discussion No noticeable crossing destinations- east or west.
Policy Crosswalk policy recommends installing marked
crosswalk with roadside signs (treatment A). W 54th St and Halifax Ln
STAFF REPORT Page 2
A2. Review lane striping on Valley View Rd between Wooddale Ave and Highway 62.
Staff recommends removal of center turn lane to allow space for buffered bike lanes.
Section B: Items on which the Traffic Safety Committee recommends no action
B1. Island vegetation overgrowth issues
Staff recommends trimming vegetation to provide adequate visibility.
Description In light of concerns related to recent redevelopment along Valley
View, staff hired a consultant to study need for two-way left turn
lane and possibility of adding dedicated bike lanes.
ADT 8,600 (2021 AADT)
85% Speed N/A
Crashes Eight crashes in past ten years, six at Brookview Ave.
Ped and Bike
Crosses
N/A
Sight Lines Adequate
Street Width ~38’ face-to-face of curb.
Policy Guideline Green shared bike lanes are used when the street is too narrow
for a dedicated bike lane.
Unique
Circumstances
Consultant studied two-way left turn and found
vehicle queues at W 62nd St to range from 30-45
seconds during peak hour.
Consultant
Recommendation
Removal of two-way left turn. Add dedicated bike
lane with marked buffer.
Description Yearly complaints of vegetation height in refuge
island at southwest corner of York Ave & W 66th
St, along with Hazelton at Promenade crossing.
AADT 10,605 (2022)
Crashes York at W 66th: Five crashes in past five years of
EB vehicles cued turning right onto SB York (one
involving pedestrian)
Ped and Bike
Crosses
N/A
Sight Lines Not ideal when vegetation isn’t properly trimmed.
Policy
Guideline
N/A
Unique
Circumstances
York at W 66th: An agreement made with
Homewood Suites to maintain island vegetation.
Valley View Rd shared bike lane markings
Hazelton at Promenade crosswalk
STAFF REPORT Page 3
B2. Request to update lane markings at W 70th Street and Antrim Road
Staff recommends no action as drivers are required to yield to bicyclists.
Section C: Items on which the Traffic Safety Committee further study
C1. Review intersection of W 50th Street and Wooddale Avenue
Staff implemented a leading pedestrian interval and will reinstall crosswalk markings to
provide increased visibility for pedestrians. Staff will further study the intersection following
implementation.
Description Traveling west on W 70th and turning right onto
Antrim is uncontrolled. Requestor is looking to
remove right turn lane and add bike lane due to
frequent conflicts.
ADT Antrim - 3646
85% Speed 37.6 MPH
Crashes Two in 2016. Both were single vehicle run-off road.
Ped and Bike
Crosses
N/A
Sight Lines Adequate
Previous
Review
Video analyzed on 5/31/23 looking for NB cueing
on Antrim. No cueing was visible 200’ north of
Antrim- allowing over 35 NB vehicles to cue at
Valley View Rd.
Unique
Circumstances
Westbound traffic on W 70th is uncontrolled.
Description A child was hit on bike when crossing W 50th at signal. Driver
was distracted and did not see child crossing.
AADT 61% of NB traffic turn left onto WB W 50th.
Over 22,000 vehicles enter intersection between 6 am and 8 pm.
85% Speed N/A
Crashes Same crash reported in May 2023. Similar crash of SB left turning
driver not seeing pedestrian in east crosswalk in 2017.
Ped and Bike
Crosses
N/A
Sight Lines Adequate
Previous
Request
N/A
Unique
Circumstances
Common areas of destination nearby: Wooddale Park, Utley Park
and nearby Arden Park, 50th & France and Edina Country Club.
W 70th Street at Antrim Road
Wooddale Avenue at W 50th Street
STAFF REPORT Page 4
Section D: Other traffic safety items handled
D1. Police Department notified staff parking restriction signs were missing along replaced light poles within
the 50th & France district. Signs were replaced by Public Works.
D2. Three requests submitted regarding a signal bulb and pedestrian crossing button not operating properly
along France Avenue. Hennepin County dispatch was contacted and fixed the issues.
D3. A submission was made regarding the impeding visibility of a stop sign on W 44th Street at Wooddale
Avenue. The City Forrester reviewed the sign and is sending a trimming notice to the adjacent resident
following inspection.
D4. Two requests received for pedestrian signal timing at Vernon Ave and Eden Ave. Signals were reviewed
and all directions of pedestrian signals were functioning properly with adequate timing available. No action
was taken.
D5. A downed street sign was reported on the eastern-most leg of the Eden Ave roundabout. Public Works
was notified and replaced the sign.
D6. A concern was submitted regarding landscaping material blocking traffic on Tracy Avenue. The
construction crews were reminded to have staff provide traffic flaggers if any travel lanes are closed.
D7. A resident requested additional parking restriction signs on the west side of the 5100 block of Halifax
Avenue stating drivers are parked in a restricted area. Current signage is adequate and the requestor was
notified to contact non-emergency dispatch to request enforcement.
D8. A Public Works employee received a complaint from residents regarding site line concerns at the
intersection of York Avenue and W 64th St. Upon review, sight lines appear adequate and no vegetation
trimming was necessary.
D9. Two street name signs were downed, at the Eden Avenue roundabout and at Southdale Rd and Dawson
Ln. both signs were replaced by Public Works.
D10. A requestor states Edinborough Way was blocked from both directions of traffic during an overlay
project on Parklawn Avenue. Access appeared adequate for residents near the project area and the
requestor was advised to proceed cautiously during the project.
D11. Edina Employee Safety Committee requested staff review a crosswalk over W 74th St at the Public
Work entrance when overflow parking is needed I the parking lot to the north. Staff is not in favor of
connecting public facilities to private properties.
D12. A resident requested added left turn designation when traveling west on W 50th St, turning left onto
south Halifax Ave. Previous traffic studies showed this movement offers an acceptable level of service and an
added designation is not necessary.
D13. A previous request recommended for approval of a crosswalk over France Ave at W 42nd St was
installed by Hennepin County in the summer of 2023. This was in the City Council August 2021 Traffic
Safety Report as item C1.
D14. A request was made to move a speed limit sign on Lincoln Dr. Staff recommends no action as the
current location is adequate.
Date: August 17, 2023 Agenda Item #: VII.B.
To:Transportation Commission Item Type:
Other
From:Andrew Scipioni, Transportation Planner
Item Activity:
Subject:2023 Work Plan Updates Information
CITY OF EDINA
4801 West 50th Street
Edina, MN 55424
www.edinamn.gov
ACTION REQUESTED:
None.
INTRODUCTION:
Commissioners will provide updates on the status of 2023 Work P lan initiatives (unless an item is elsewhere on
the current agenda). See attached work plan.
ATTACHMENTS:
Description
2023 Work Plan Progress Report
Approved by City Council December 6, 2022
Commission: Transportation Commission
2023 Annual Work Plan
Initiative #1 Initiative Type ☒ Project ☐ Ongoing / Annual ☐ Event
Council Charge ☐ 1 (Study & Report) ☐ 2 (Review & Comment) ☒ 3 (Review & Recommend) ☐ 4 (Review & Decide)
Pedestrian Crossing Policy Review
Review existing crossing policy and recommend changes with
consideration for local amenities such as parks and schools.
Deliverable
Report and recommendations to City
Council
Leads
Chris Brown
Target
Completion Date
Q4 Sub-Committee
Budget Required: None
Staff Support Required: 1 hour per month from Staff Liaison, ~5 hours from other staff (Engineering, Parks & Recreation)
Jan: No update.
Feb: Starting to review policy, resources provided by staff and case studies from other communities.
Mar: Started reviewing case studies from Seattle, Denver and Dakota County and will bring back findings and recommendations.
Apr: Next step is to meet with staff.
May: Meeting with staff next week to discuss next steps.
Jun: Met with staff to talk about next steps, focusing on case studies and looking for areas where Edina can improve.
Approved by City Council December 6, 2022
Initiative #2 Initiative Type ☒ Project ☐ Ongoing / Annual ☐ Event
Council Charge ☒ 1 (Study & Report) ☐ 2 (Review & Comment) ☐ 3 (Review & Recommend) ☐ 4 (Review & Decide)
Bicycle Network Planning for Bikes as Transportation
Develop a priority list of high-traffic corridors and ideas for bike friendly
improvements.
Deliverable
Report to City Council
Leads
Andy Lewis, Jill Plumb-
Smith
Target
Completion Date
Q4
Sub-committee
Budget Required: None
Staff Support Required: 1 hour per month from Staff Liaison
Jan: Subcommittee will use 2018 Pedestrian and Bicycle Master Plan as blueprint to guide this initiative. Requested street reconstruction information and
Hennepin County contacts from staff.
Feb: Subcommittee will connect with Hennepin County staff on gaps in their system and timeline for improvements.
Mar: Subcommittee met with Hennepin County staff, learned about County’s cost participation program. Hennepin County has also identified how inhospitable
France Ave is for pedestrians and cyclists.
Apr: Subcommittee will review information provided by staff, will focus efforts on what is within City’s control.
May: Subcommittee is making progress on a map of recommendations based on information provided by City and County.
Jun: Subcommittee is looking at current bike routes to Southdale and Cahill.
Approved by City Council December 6, 2022
Initiative #3 Initiative Type ☒ Project ☐ Ongoing / Annual ☐ Event
Council Charge ☒ 1 (Study & Report) ☐ 2 (Review & Comment) ☐ 3 (Review & Recommend) ☐ 4 (Review & Decide)
France Avenue Corridor Review
Review the safety, accessibility, and amenities along the existing France
Avenue Transit Corridor for pedestrians, bicyclists and transit riders
between Minnesota Drive and Highway 62 (Southdale District).
Investigation will include site visits and review of similar case studies
that promote non-automobile transportation modes along similar scale
roadways and will include input from key stakeholders. Inquiry is in
response to the Climate Action Plan and new parking ordinances.
Deliverable
Report to City Council
Leads
Tricia Rubenstein, Bruce
McCarthy
Target
Completion Date
Q4
Sub-committee
Budget Required: None.
Staff Support Required: 2-5 hours per month from Staff Liaison, ~10 hours from Communications for stakeholder engagement/website
Jan: Requested Hennepin County contacts from staff.
Feb: Subcommittee has started a base drawing, highlighting sidewalks, crosswalks, driveways, and signage. Requested Richfield contacts from staff to get more
information on recent W 66th St reconstruction project.
Mar: Subcommittee reviewed existing sidewalks gaps, amenities for cyclists. Hennepin County is adding sidewalk between Minnesota Dr and W 76th St. Staff
provided a contact for the City of Richfield to learn about recent W 66th St project.
Apr: Subcommittee reached out to Planning about redevelopment proposal at Macy’s and lack of bicycle facilities. A pedestrian underpass is also being discussed
related to the redevelopment of Macy’s and 7200/7250 France.
May: Subcommittee is meeting with the City of Richfield’s Public Works Director this month to learn about W 66th St reconstruction project.
Jun: Subcommittee met with Richfield staff to talk about multi-modal improvement projects. Members asked if there are landscaping standards for France.
Approved by City Council December 6, 2022
Initiative #4 Initiative Type ☒ Project ☐ Ongoing / Annual ☐ Event
Council Charge ☒ 1 (Study & Report) ☐ 2 (Review & Comment) ☐ 3 (Review & Recommend) ☐ 4 (Review & Decide)
Boulevard Tree Planting
Review options for replacement and new boulevard tree planting
program (Greenspace + Trees Strategy GS1).
Deliverable
Report to City Council
Leads
Tricia Rubenstein
Target
Completion Date
Q4 Sub-Committee
Budget Required: None
Staff Support Required: 1 hour per month from Staff Liaison, ~5 hours from City Forester
Jan: Already collected information on potential opportunities.
Feb: Planning to meet with City Forester in spring.
Mar: City Forester has new interactive map showing where new trees are being planted.
Apr: Subcommittee reached out to City Forester to schedule another meeting.
May: Subcommittee met with City Forester again. City has almost reached its goal of 1,000 new trees this year and the spring tree sale was a big success.
Jun: Subcommittee asked for the street recon map.
Initiative #5 Initiative Type ☒ Project ☐ Ongoing / Annual ☐ Event
Council Charge ☐ 1 (Study & Report) ☐ 2 (Review & Comment) ☐ 3 (Review & Recommend) ☒ 4 (Review & Decide)
Cahill Small Area Plan
Appoint Commissioner to serve on the Cahill small area plan working
group.
Deliverable
Commissioner will actively participate
in the working group and provide
regular updates to the Commission.
Leads
None
Target
Completion Date
Q4 Working Group
Budget Required: Funds available through Hennepin County Planning Grant
Staff Support Required: 1 hour per month from Staff Liaison.
Jan: Commissioner Kitui absent, no update provided. Next public workshop is Tuesday, February 21, 7-9 p.m. at Public Works.
Feb: No update.
Mar: No update.
Apr: Add discussion item to May agenda.
May: Draft plan is now available on Better Together Edina website for public comment through June 22. Planning Commission public hearing is scheduled for
June 28. Commission will review and comment at their next meeting.
Jun: Commission reviewed and commented on the draft plan.
Approved by City Council December 6, 2022
Initiative #6 Initiative Type ☒ Project ☐ Ongoing / Annual ☐ Event
Council Charge ☐ 1 (Study & Report) ☐ 2 (Review & Comment) ☒ 3 (Review & Recommend) ☐ 4 (Review & Decide)
Parking
Consideration of future parking in Edina to identify parking initiatives to
pursue in the next 10-15 years, in what order and what
Commissions/resources should be assigned to each.
Deliverable
Recommendation to City Council
(Review and Comment from ETC, EEC)
Leads
Kirk Johnson
Target
Completion Date
Q4 Cross-Commission
Committee (PC lead,
EEC)
Budget Required: None
Staff Support Required: 2-5 hours per month from Staff Liaison, ~5 hours from other staff (Planning, Engineering)
Jan: Planning Commission lead (Alkire) will set up a meeting in early March. EEC representative is Commissioner Schima. Planning expects to develop a roadmap
for Council/Commissions on parking initiatives. ETC will inquire whether bike parking can be included.
Feb: No update.
Mar: Waiting to hear who new lead is from Planning Commission.
Apr: No update.
May: Subcommittee reached out to Planning to determine where this initiative lies in their priorities.
Jun: On hold until Planning reaches out.
Parking Lot: (These items have been considered by the BC, but not proposed as part of this year’s work plan. If the BC decides they would like to
work on them in the current year, it would need to be approved by Council.)
Transit service advocacy, pedestrian safety education, speed limit adherence
Date: August 17, 2023 Agenda Item #: VII.C.
To:Transportation Commission Item Type:
Other
From:Andrew Scipioni, Transportation Planner
Item Activity:
Subject:2024 Work Plan Development Discussion
CITY OF EDINA
4801 West 50th Street
Edina, MN 55424
www.edinamn.gov
ACTION REQUESTED:
None.
INTRODUCTION:
The Commission will continue to develop their 2024 Work Plan proposal. See attached staff report and
supporting materials.
ATTACHMENTS:
Description
2024 Work Plan List 7-6-2023
Staff Report: 2024 Work Plan Development
2024 Work Plan Template
Transportation Chapter, 2018 Comprehensive Plan
ETC Work Plan History
Proposed Work Plan Topic Commissioner Priority Score
OTC as ballot initiative Jill Plumb-Smith 1 2
EV Charging Network/Mapping Jill Plumb-Smith 2 1
Planting more trees Isiah Sweeney 1 3
Improve Public Transit system Isiah Sweeney 2 2
Communication and partnership with other commissions Isiah Sweeney 3 1
Boulevard Tree Planting Roger Bildsten 1 5
Organized Trash Collection Roger Bildsten 2 4
Traffic Calming Roger Bildsten 3 3
Pedestrian Experience & Safety Roger Bildsten 4 2
Strive for Edina to be included in next Best Places to Bike Ranking Roger Bildsten 5 1
Pedestrian Crossing & Safety Tricia Rubenstein 1 3
Bicycle Safety training and information - partner with EPS Tricia Rubenstein 2 2
France Ave Ped/Bike Follow up to 2023 report Tricia Rubenstein 3 1 Ped Exp/Safety (4.5)
Speed Adherence / Road Safety Kirk Johnson 1 3 OTC (4)
Sidewalk network growth & maintenance Kirk Johnson 2 2 Traffic Calming (3)
OTC implementation Kirk Johnson 3 1 Bike (2.5)
Organized Trash Collection Grant Wright 1 2 Transit (2)
Traffic Calming & communication Grant Wright 2 1 Trees (2)
Traffic Calming Andy Lewis 1 3
Pedestrian Crossing & Safety Andy Lewis 2 2
City advocacy for rebuilding transit service Andy Lewis 3 1
June 15, 2023
Transportation Commission
Andrew Scipioni, Transportation Planner
2024 Work Plan Development
Information / Background
To aid in the development of the 2024 Work Plan proposal, staff would like to provide the Commission
with the following guidance and recommendations:
General
1. Commission work plans are developed by the Commission, not the staff liaison.
2. Commissioners are encouraged to review the goals from the Transportation Chapter of the 2018
Comprehensive Plan when considering work plan initiatives.
3. There should be at least one commissioner willing to lead each initiative for the Commission to
propose it.
4. Work plan initiatives should not include City Department work plan initiatives. While there may be
overlap, the role of the Commission should be made clear.
5. List proposed initiatives in order of priority (#1 is highest priority).
6. Commissions should be careful not to overload their work plan, but pursue an achievable number of
initiatives.
7. The “Parking Lot” is reserved for initiatives the Commission considered but did not propose as part
of the work plan. These items are not considered approved and would require a work plan
amendment approved by Council to allow the Commission to begin work.
Initiative & Outcome Fields
When writing initiatives, make sure the following points are addressed:
1. What is the specific action/outcome?
2. Describe what the Commission will do.
3. Describe what the outcome(s) will look like.
Examples:
Study and report on other agencies’ processes for completing traffic impact studies
Review and recommend change to the Pedestrian and Cyclist Safety Fund policy
STAFF REPORT Page 2
The 2024 Work Plan development schedule will proceed as follows:
June 15
July 20
August 17
Regular ETC meetings
• 2024 Work Plan development
September 21 Regular ETC meeting • Deadline to approve 2024 Work Plan proposal
October 3 City Council work
session
• Chairs will present 2024 Work Plan proposals
• Council will review, ask clarifying questions and give
feedback to City staff on possible amendments to
initiatives
• Staff Liaisons will be available for questions
November 8 City Council work
session
• City Manager will present 2024 Work Plan proposals with
liaison and Manager comments
• Council will review, ask clarifying questions and give
feedback on initiatives
• Staff Liaisons will be available for questions
December 6 Regular City Council
meeting • Council will approve 2024 Work Plans
January 1, 2024 • Commissions begin work on 2024 Work Plans
Page 1 of 2
Commission Name
2024 Proposed Work Plan
1 Initiative Type:
Project, Ongoing/Annual, Event
Target Completion Date:
Quarter or month
Lead(s):
List at least one commissioner
Initiative Title:
Initiative Description:
Deliverable:
Council Charge: ☐ 1: Study & Report ☐ 2: Review & Comment ☐ 3: Review & Recommend ☐ 4: Review & Decide
Budget Required (completed by staff): Are there funds for this project? If there are not funds available, explain the
impact of Council approving this initiative.
Staff Support Required (completed by staff): Who in addition to the staff liaison will have to support this initiative?
How many hours of support are needed? Communications/marketing?
Liaison Comments: Liaison comments should be completed prior to submitting the proposed work plan to MJ.
City Manager Comments:
2 Initiative Type:
Project, Ongoing/Annual, Event
Target Completion Date:
Quarter or month
Lead(s):
List at least one commissioner
Initiative Title:
Initiative Description:
Deliverable:
Council Charge: ☐ 1: Study & Report ☐ 2: Review & Comment ☐ 3: Review & Recommend ☐ 4: Review & Decide
Budget Required (completed by staff): Are there funds for this project? If there are not funds available, explain the
impact of Council approving this initiative.
Staff Support Required (completed by staff): Who in addition to the staff liaison will have to support this initiative?
How many hours of support are needed? Communications/marketing?
Liaison Comments: Liaison comments should be completed prior to submitting the proposed work plan to MJ.
City Manager Comments:
= commission
= staff
Page 2 of 2
3 Initiative Type:
Project, Ongoing/Annual, Event
Target Completion Date:
Quarter or month
Lead(s):
List at least one commissioner
Initiative Title:
Initiative Description:
Deliverable:
Council Charge: ☐ 1: Study & Report ☐ 2: Review & Comment ☐ 3: Review & Recommend ☐ 4: Review & Decide
Budget Required (completed by staff): Are there funds for this project? If there are not funds available, explain the
impact of Council approving this initiative.
Staff Support Required (completed by staff): Who in addition to the staff liaison will have to support this initiative?
How many hours of support are needed? Communications/marketing?
Liaison Comments: Liaison comments should be completed prior to submitting the proposed work plan to MJ.
City Manager Comments:
4 Initiative Type:
Project, Ongoing/Annual, Event
Target Completion Date:
Quarter or month
Lead(s):
List at least one commissioner
Initiative Title:
Initiative Description:
Deliverable:
Council Charge: ☐ 1: Study & Report ☐ 2: Review & Comment ☐ 3: Review & Recommend ☐ 4: Review & Decide
Budget Required (completed by staff): Are there funds for this project? If there are not funds available, explain the
impact of Council approving this initiative.
Staff Support Required (completed by staff): Who in addition to the staff liaison will have to support this initiative?
How many hours of support are needed? Communications/marketing?
Liaison Comments: Liaison comments should be completed prior to submitting the proposed work plan to MJ.
City Manager Comments:
Parking Lot
5-1
5. Transportation
Chapter Highlights
This chapter of the Edina Comprehensive Plan
discusses the transportation network; its
existing and planned future design, function,
and operational characteristics. Current and
future conditions are considered against three
aspects of movement: 1) to and from, 2)
within, and 3) through the City. As presented
in this chapter, movement is broadly discussed
to take into account:
• The municipal transportation system
comprising local streets, pedestrian ways,
bicycle facilities, and City-operated
transit services;
• The regional transportation system of
State of Minnesota and Hennepin County
highways
• Transit services that are provided by the
Metropolitan Council/Metro Transit,
Southwest Metro Transit; and the City of
Edina through a contractual arrangement
with DARTS.
• Non-motorized transportation modes
supported by the City and Three Rivers
Park District.
The chapter defines the existing system,
identifying the locational and physical
characteristics of system components and
assesses them against factors such as:
• capacity,
• safety,
• efficiency,
• environmental and social impacts, and
• overall contribution to: a) the ability to
conveniently move around and b) the
physical design of the City.
Edina’s Transportation Planning
Mission:
The mission for transportation planning in Edina is to
provide access and facilitate the movement of people and
goods efficiently, safely, cost effectively, and comfortably to
any desired destination while, at the same time, seeking to
improve community livability and the environment and
minimize associated negative impacts.
Transportation planning is not an end in and of itself.
Instead, transportation planning is performed to
proactively identify the most suitable travel modes and
pathways to help achieve a desirable and livable community
and accommodate safe and convenient travel to, within,
and through the community’s nodes, parks, and City
facilities. Toward this end, this chapter considers the roles
of a range of transportation infrastructure (roadways,
transitways, walkways, bikeways, railways and flyways), to
support a variety of vehicles, each operating successfully
and in a manner that minimizes conflicts with each other
and surrounding land uses.
Edina is a near fully developed community, and the existing
roadway network is essentially complete. Today’s primary
transportation planning focus is not on building new roads
or new alignments but on:
1. Renewing, managing, and improving the existing
transportation system (network);
2. Ensuring that the transportation system can
accommodate travel demand imposed by new
developments;
3. Improving the City’s non-motorized transportation
system to facilitate pedestrian and bicycle movement
and increase active transportation;
4. Supporting and encouraging transit use;
5. Increasing safety;
6. Implementing the City’s Living Streets Plan (2015) to
ensure that the transportation needs of all users will
be considered and all modes will be appropriately
accommodated; and
7. Ensuring that the City will manage the existing and
future transportation systems in an efficient and
responsible manner to achieve livability, sustainability,
and a high level of environmental quality.
Edina Comprehensive Plan
5. Transportation Chapter – Approved 08-18-20
5-2
Fourteen goals developed for this chapter, which follow, focus on developing a multi-modal transportation
system that is conveniently accessible to all users. The goals recognize and seek to reverse the advantage that
automobile travel has had over transit and non-motorized modes; thus enabling residents and visitors to travel
without increasing greenhouse gas emissions, personal costs, and costs to society.
1. Improve mobility for residents, visitors and businesses with a balanced system of transportation
alternatives for transit users, pedestrians, bicyclists and motorists.
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 and emphasize methods to reduce greenhouse gas emissions.
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. Promote a travel demand management (TDM) program through a coordinated program of
regulations, marketing, and provision of alternative workplace and travel options.
6. Encourage and support attractive and reliable high-performance transit service and connections.
7. Develop and manage parking provision to encourage joint and shared use of facilities, ride-sharing
(car pools and van pools), and bicycle parking.
8. Invest in infrastructure to support the continued growth in low- to zero-emission technology and
support regional and statewide efforts to educate and adopt electric vehicles.
9. 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.
10. Engage, seek input from and educate all segments of the community regarding transportation-
related issues and projects impacting the City.
11. Identify new and continuing sources for transportation infrastructure funding by seeking to partner
where feasible with federal, state, county and adjacent community sources.
12. Design roadway facilities according to their intended service function and neighborhood context.
13. Provide and maintain adequate access to and from, and safety on, local and regional roadways.
adjacent community redevelopment and other activity that potentially impacts the City of Edina.
14. Manage, maintain and operate roadways to maximize wherever possible the safety and mobility of
all users and all modes.
These goals are consistent with and support the City’s Living Streets Plan (2015), a policy plan that is
divided into three elements: Vision, Principles and Implementation. The policy plan includes a description
of core services provided by the City of Edina that are related to or implemented in part through Living
Streets. (https://www.edinamn.gov/DocumentCenter/View/1199/Living-Streets-Plan-PDF?bidId=)
Excerpts from the policy plan are provided below.
Living Streets Policy
Living Streets balance the needs of motorists, bicyclists, pedestrians and transit riders in ways that
promote safety and convenience, enhance community identity, create economic vitality, improve
environmental sustainability, and provide meaningful opportunities for active living and better health. The
Living Streets Policy defines Edina’s vision for Living Streets, the principles Living Streets will embody, and
the plan that will guide implementation of their construction.
Edina Comprehensive Plan
5. Transportation Chapter – Approved 08-18-20
5-3
Living Streets Vision
Edina is a place where ...
Transportation utilizing all modes is equally safe and accessible;
Residents and families regularly choose to walk or bike;
Streets enhance neighborhood character and community identity;
Streets are safe, inviting places that encourage human interaction and physical activity;
Public policy strives to promote sustainability through balanced infrastructure investments;
Environmental stewardship and reduced energy consumption are pursued in public and private
sectors alike; and
Streets support vibrant commerce and add to the value of adjacent land uses.
Living Streets Principles
Fifteen principles guide implementation of the Living Streets Policy in the areas of all users and all modes,
connectivity, context sensitivity and sustainability. The City will incorporate these principles when
planning for and designing the local transportation network and when making public and private land use
decisions.
All Users and All Modes Principles:
• 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.
• Principle 2: Living Streets provide access and mobility for all transportation modes while
enhancing safety and convenience for all users.
Connectivity Principles:
• 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.
• 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 Principles:
• Principle 8: Living Streets are developed with input from stakeholders and designed to consider
neighborhood character and promote a strong sense of place.
Edina Comprehensive Plan
5. Transportation Chapter – Approved 08-18-20
5-4
• 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.
• Principle 12: The City will consider the fiscal context of projects and potential financial impacts
when implementing Living Streets at the project level.
Sustainability Principles:
• 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.
• 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.
Living Streets Implementation
The City of Edina will develop Living Streets in the regular course of business of maintaining, expanding or
redeveloping the road network and will be guided by the Vision and Principles established above.
Implementation will happen predominantly through the neighborhood street reconstruction program but also
though specific stand-alone stormwater utility, pedestrian, bicycle or safety projects. Project prioritization is not
specifically part of the Living Streets Plan. Prioritization of projects takes place in the City’s Capital Improvement
Program and Budget and is determined by the City Council with guidance from the Living Streets Vision and
Principles. The City will actively promote and apply the Living Streets Policy and Plan by:
• Applying the Living Streets Policy and Plan to all street projects, including those involving operations,
maintenance, new construction, reconstruction, retrofits, repaving, rehabilitation or changes in the
allocation of pavement space on an existing roadway. This also includes privately built roads, sidewalks,
paths and trails.
• Drawing on all sources of transportation funding and actively pursuing grants, cost-sharing opportunities
and other new or special funding sources as applicable.
• Through all City departments supporting the vision and principles outlined in this Plan in their work.
• By acting as an advocate for Living Streets principles when a local transportation or land use decision is
under the jurisdiction of another agency. Projects that implement Living Streets will be guided by
pedestrian and cyclist network plans and roadway classifications and will consider the physical, social,
ecologic, regulatory and economic context in a given project area.
Edina Comprehensive Plan
5. Transportation Chapter – Approved 08-18-20
5-5
Introduction
Overview
Effective transportation planning is critically important for a community such as Edina. Residents, institutions, and
businesses must be provided with transportation facilities and services that meet mobility needs in an efficient,
effective and safe manner. Transportation facilities, at the same time, need to be planned and constructed so as
to limit negative social, environmental, and aesthetic impacts to the greatest degree feasible. In addition,
residents who cannot or choose not to drive need to have transportation options to meet their daily needs.
There is a fundamental link between transportation planning and land use planning. Successful land use planning
cannot take place without taking transportation considerations into account. Conversely, transportation
planning is driven by the need to support existing and future land uses. (Chapter 3 of this Comprehensive Plan
identifies existing and planned future land uses, which are base-level inputs in transportation planning.)
Edina Transportation Commission
In 2003, the City formed the Edina Transportation Commission (ETC). It comprises citizens appointed by the
City Council. It advises the City Council on transportation issues facing the City, including traffic management,
roadway improvement projects, non-motorized transportation, and traffic safety requests. This transportation
chapter was prepared under the guidance of the ETC.
Purpose
There are three objectives of this Transportation chapter:
1. To provide a guidance document for City staff and elected officials regarding the planning and
implementation of effective transportation facilities and systems over the planning horizon.
2. To give citizens and businesses background on transportation issues and allow them to be better informed
regarding the City’s decision making on transportation issues.
3. To communicate to other government agencies Edina’s perspectives and intentions regarding
transportation planning issues.
The preparation of the document also has provided stakeholders with the opportunity to have input into the
transportation planning process.
Current Conditions
Walking and Bicycling
Walking and Bicycling Facilities
The existing network of sidewalks, pathways and bicycle facilities serving the City of Edina is depicted on Figures
5.1 and 5.2. In 2018 the City prepared a Pedestrian and Bicycle Master Plan; the Master Plan’s pedestrian and
bicycle findings and recommendations are summarized in Section 7.3. The full Master Plan is attached as an
appendix to the Comprehensive Plan and can be accessed at
https://www.edinamn.gov/DocumentCenter/View/5433/Final-Master-Plan-Report-PDF
Regional Bicycle Transportation Network
The goal of the Metropolitan Council’s Regional Bicycle Transportation Network (RBTN) is to establish an
integrated seamless network of on-street bikeways and off-road trails to improve conditions for bicycle
transportation at the regional level and encourage planning and implementation of future bikeways. The network
is divided into two tiers each for RBTN corridors and alignments. Figure 5.3 depicts the Tier 1 and Tier 2 RBTN
Corridors and Alignments.
Edina Comprehensive Plan
5. Transportation Chapter – Approved 08-18-20
5-6
Figure 5.1: Existing Sidewalk Facilities
Edina Comprehensive Plan
5. Transportation Chapter – Approved 08-18-20
5-7
Figure 5.2: Existing Bicycle Facilities
Edina Comprehensive Plan
5. Transportation Chapter – Approved 08-18-20
5-8
Figure 5.3: Tier 1 and Tier 2 Regional Bike Network
Edina Comprehensive Plan
5. Transportation Chapter – Approved 08-18-20
5-9
Tier 1 RBTN Corridors have been identified by the Metropolitan Council as the highest priority for regional
transportation planning and investment. Tier 2 RBTN Corridors are the remaining corridors in the overall
regional network and are assigned the second tier priority. As shown, there is one small Tier 1 RBTN corridors
in Edina, which looks to make a connection between two RBTN alignments across the W 77th St bridge over TH
100. Additionally, there are three Tier 2 RBTN corridors in Edina. These corridors (which do not yet have
defined alignments) are centered on:
• Blake Road/Interlachen Boulevard
• Vernon Avenue/West 50th Street
• Canadian Pacific Railroad north of West 66th Street
Tier 1 and Tier 2 RBTN Corridors are similar to RBTN Alignments. Unlike the Corridors, the
Alignments have specific route alignments defined through discussions with City and County staff. These
alignments either already exist or are defined in City planning documents. The Nine Mile Creek Regional Trail,
opened in 2018 by Three Rivers Park District, is the only Tier 1 RBTN Alignment in Edina, and West 66th Street
is the City’s only Tier 2 RBTN Alignment.
Transit
Existing Transit Routes and Paratransit Services
Scheduled transit service for Edina residents is currently provided by Metro Transit (a division of the
Metropolitan Council) and by Southwest Transit. Most of the City of Edina is within Metro Transit’s Market
Area III, with eastern portions (including Southdale and northeast Edina) in Market Area II.
Transit Market Area II has high to moderately high population and employment densities and typically has a
traditional street grid that is comparable to Market Area I. Much of Market Area II is also categorized as an
Urban Center and can support many of the same types of fixed-route transit services as Market Area I, although
usually at lower frequencies or shorter service plans.
Transit Market Area III has moderate density but tends to have a less well developed 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.
The existing scheduled service to Edina residents is detailed in Table 5.1 on the next page and illustrated on
Figure 5.4.
Edina Comprehensive Plan
5. Transportation Chapter – Approved 08-18-20
5-10
Table 5.1: Scheduled Transit Service In Edina (2018)
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 Minnetonka, Edina (includes 50th/France),
south Minneapolis, St Paul
Local service all day/evening, all week;
30-60 minute headways
146 Edina (Vernon Avenue), southwest
Minneapolis, downtown Minneapolis
Limited stop service (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
Local service, all day, all week; 10-30
minute headways
537 Bloomington (includes Normandale
College), Edina (includes Southdale
Transit Center)
Local service, all day/evening, weekdays;
60 minute headways
538 Edina (includes Southdale Transit
Center), Richfield, Bloomington (includes
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 60-90
minute headways
578 Edina (includes Southdale Transit
Center), downtown Minneapolis
Express service (TH 62 and I-35W)
during a.m. and p.m. rush hours
579 University of Minnesota, south
Minneapolis, Edina (includes Southdale
Transit Center)
Express service (I-35W and TH 62)
during p.m. rush hour, weekdays
587 Edina, downtown Minneapolis Express service (TH 100 and I-394)
during a.m. and p.m. rush hours,
weekdays
600 (Southwest
Transit)
Eden Prairie (includes Southwest Station),
Edina (includes Southdale Transit
Center), downtown Minneapolis
“Flex route” service during a.m. and
p.m. rush hours, weekdays, 10-20
minute headways
Note: All the routes listed in Table 5.1 are provided by Metro Transit with the exception of Route 600, which
is provided by Southwest Metro Transit.
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Figure 5.4: Existing, Scheduled Transit Service
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Metro Mobility
Paratransit services are provided by Metro Transit’s Metro Mobility service. Door to door service is provided
using a wheelchair lift-equipped van on a first come-first served basis. 2018 hours of operation are daily 4:15
a.m. to 2:30 a.m.
CloverRide Circulator Service
The City of Edina contracts with Dakota Area Resources and Transportation for Seniors (DARTS) to provide a
circulator bus service in the Southdale area for Edina residents and visitors. This service, called CloverRide,
operates from 10 a.m. to 3 p.m. on Fridays. CloverRide is a reliable, continuous shuttle service that provides
accessibility from senior housing locations in the Southdale area to retail and other popular destinations. The
one-hour “loop” runs clockwise along France and York Avenues between W 65th Street and Minnesota Drive.
While focused on serving senior citizens, the CloverRide circulator bus service is available to riders of any age.
High-Frequency Transit Routes
The only high-frequency transit route that currently serves Edina is the Route 6 (see Table 5.1 above). This
route serves Edina’s industrial park area, the Southdale Transit Center, South Minneapolis (including the Uptown
Transit Station), downtown Minneapolis and the University of Minnesota.
Transit Stations and Transit Centers
Southdale Transit Center
The key transit facility in Edina is the Southdale Transit Center, which is located in the eastern portion of
Southdale Center shopping mall. It includes a covered shelter area where route and schedule information can be
found. The Southdale Transit Center is one of the busiest transit centers in the Twin Cities, with seven transit
lines that stop and link at this location, along with a park & ride (see below). Three lighted, covered waiting
shelters are equipped with on-demand heat and real-time departure information.
Park-and-Rides and Express Bus Corridors
Southdale Park & Ride
There are 70 surface park & ride spaces at the Southdale Transit Center (see above), with available overflow
parking for additional vehicles.
Express Bus Corridors
TH 62, TH 100, I-35W and I-394 serve as express bus corridors for Metro Transit routes that connect Edina
commuters to downtown Minneapolis and the University of Minnesota. Express Routes 578 and 579 run along
TH 62 and I-35W, while Route 587 runs along TH 100 and I-394.
Transit Advantages and Transit Support Facilities
Currently, Metro Transit operates on “bus-only shoulders” within Edina on northbound TH 100 (north of
Benton Avenue) and both eastbound and westbound TH 62 (east of Gleason Road). There are currently no
transit support facilities in Edina
Roadways
Located within the Twin Cities metropolitan area, the City of Edina is served by the regional roadway network
that is shown on Figure 5.5. As shown, Edina is a first-tier suburb within the I-494 beltway, and the important
regional roadways that pass through or are adjacent to the City are: I-494, Trunk Highway (TH) 169, TH 100,
and TH 62 (Crosstown). Cities that are adjacent to Edina are: Minneapolis, St. Louis Park, Hopkins, Minnetonka,
Eden Prairie, Bloomington, and Richfield. Figure 5.6 shows existing daily traffic volumes, and Figure 5.7 shows the
number of lanes on the regional roads that comprise the regional roadway network.
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Figure 5.5: Regional Roadway Network
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Figure 5.6: Current (2016) Daily Traffic Volumes
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Figure 5.7: Number of Lanes on Collectors and Arterials
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Roadway Functional Classification
The roadway functional classification system
describes how streets and highways in a network
collect and distribute traffic from neighborhood
streets to collector roadways to arterials and
ultimately to 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.
It should be noted that while functional classification
is an important factor to determine the
engineering/technical design parameters for
roadways, aesthetic considerations in Edina will be
directed by the Living Streets Plan and
transportation-related community design guidelines
discussed in Chapter 3 of this Comprehensive Plan.
The functional classification system used in the City of
Edina, as described below and shown on Figures 5.8 and
5.9, 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 four (4) street
classifications, including principal arterials, minor
arterials, collectors, and local streets. The City of
Edina has expanded the Metropolitan Council’s
classification system to include local connectors,
bringing the total to five classifications.
These classifications address the function of state, county
and city streets from a standpoint of the safe and efficient
movement of traffic through the City while providing
satisfactory access to residents and businesses located
within the City. 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 should
be noted that an additional sub-classification called Local
Connector streets is included as part of Edina’s local
roadway network and is described below. It should also
be noted that these descriptions represent “ideal
conditions” and that not all roadways
Key Features of a
Functionally Classified
Roadway System
• Systems that include an appropriate balance
of the five types of roadways provide the
greatest degree of safety and efficiency.
• It takes a combination of various types of
roadways to meet the needs of the variety
of land uses found in most urbanized areas.
• Most agencies could not afford a system
made up entirely of principal arterials, and a
region only served by a system of local
streets would likely be gridlocked.
• Roadways that only serve one function are
generally safer and tend to operate more
efficiently. For example, freeways only
serve the mobility function and, as a group,
have the lowest crash rates and the highest
levels of operational efficiency.
• Functional classification can be used to
prioritize roadway improvements.
• The design features and levels of access for
specific roadways can be matched to the
intended function of individual roadways.
• The appropriate balance point between
competing functions should be determined
for each roadway based on analyses of
specific operational, safety, design, and land
features.
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Figure 5.8: Regional Roadway Functional Classification
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Figure 5.9: Local Roadway Functional Classification
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within that functional class will fit the specific description due to unique local conditions, history of the roadway,
or other factors.
Principal Arterials
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 of principal arterials is on moving large volumes of traffic over long distances rather than providing
direct access to land. They connect only with other Interstate freeways, other principal arterials, and select
minor arterials and collectors. Principal arterials are not intended to serve pedestrian and bicycle travel directly
and they often act as barriers to bicycle and pedestrian travel in the centers and neighborhoods through which
they pass. The principal arterials through or adjacent to Edina are:
• I-494
• TH 100
• TH 169
• TH 62 (Crosstown)
Minor Arterials
The primary function of Minor Arterials is mobility as opposed to access in the urban area; and only
concentrations of commercial or industrial land uses should have direct access to them. Minor arterials should
connect to principal arterials, other minor arterials, and collectors. Connection to some local streets is
acceptable. Minor arterials are designed to carry higher volumes of general traffic than other local roads carry.
Sometimes the design standards for high volume minor arterials create a barrier for bicycle and pedestrian
travel.
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 in Table 5.2, below.
Table 5.2 – “A” Minor Arterial Roadways
Roadway From To Type
France Avenue (CSAH 17) Southern City Limit Northern City Limit Reliever Arterial
Valley View Road TH 62 West 66th Street Reliever Arterial
West 66th Street Valley View Road Eastern City Limit Reliever Arterial
Vernon Avenue (CSAH
158)
Interlachen Boulevard TH 100 Augmenter Arterial
Vernon Avenue/Gleason
Road (CSAH 158)
TH 62 Interlachen Boulevard Reliever
West 50th St TH 100 France Avenue South
(CSAH 17)**
Augmenter Arterial
TH 169 E Frontage
Road/West 78th
Street/Edina Industrial
Boulevard/West 77th
Street/West 76th Street
Western City Limit Eastern City Limit Reliever Arterial
** County State Aid Highway (CSAH): A county road where funding support is provided to the county by the state,
because the road functions to link metropolitan highways.
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Collector Roads
Collectors provide connections 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.
Major collectors serve higher density residential areas, job and activity centers and freight terminals that are not
on the arterial system, and they serve longer local trips, including local bus service. Major collectors are included
in the Metropolitan Council’s regional network. Minor collectors serve shorter local trips and lower density land
uses and play a key role in the City of Edina’s local roadway network. Major and minor collector roads can be
good candidates for bicycle routes because they serve shorter trips that bicyclists make and generally have more
compatible traffic speeds and volumes as compared to arterials. Major collector roadways in the Edina are
summarized in Table 5.3, below.
Table 5.3 Major Collector Roads
Street From To
Blake Rd./Interlachen Rd. Northern City Limit Vernon Avenue (CSAH
158)
Blake Road Interlachen Boulevard Vernon Avenue (CSAH
158)
Gleason Road TH 62 West 78th Street
Valley View Road/Tracy
Avenue
Gleason Road Vernon Avenue (CSAH
158)
Cahill Road West 78th Street Dewey Hill Road
Brookside Avenue Interlachen Boulevard Northern City Limit
Dewey Hill Road Gleason Road Cahill Road
Antrim Road Valley View Road W 70th Street
West 70th Street Antrim Road France Avenue South
(CSAH 17)
York Avenue S/Xerxes
Avenue South (CSAH 31)
Northern City Limit Southern City Limit
West 69th Street York Avenue S (CSAH
31)
Eastern City Limit
Local Connector Streets
Local Connectors are a subset of Local Roads (below) and are not part of the Metropolitan Council TPP
standards. Local Connectors are those with a Local Road functional classification, as defined in the
Comprehensive Plan, that meet at least one of the following two criteria:
• Average daily traffic (ADT) of at least 1,000 vehicles.
• Serves as a connection between neighborhoods, destinations and higher-level roadways.
Local Connectors provide continuous walking and bicycling routes, and some may accommodate transit routes
as well. While they are essential to the flow of people between neighborhoods and destinations, the needs of
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people passing through must be balanced with the needs of those who live and work along Local Connectors.
Local connector streets in the City are depicted on Figure 5.9.
Local Roads
Local Roads 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 from using local roads by using appropriate geometric designs and traffic control devices. Local
roads serve local travel for pedestrians and bicyclists. Local roads in the City are depicted on Figure 5.9.
Jurisdictional Classification
State, County, and Municipal Roadways
Roadways are further classified on the basis of which level of government owns and has jurisdiction over the
given facility. The three levels of government that have involvement are the State of Minnesota (MnDOT),
Hennepin County, and the City of Edina. MnDOT owns/maintains the Principal Arterial and Trunk Highway
(TH) systems, Hennepin County the County State Aid Highway (CSAH) and County Road (CR) system. The
City owns/maintains the local (and local connector) streets, including Municipal State Aid (MSA) streets. Figure
5.10 provides a graphic depicting the jurisdictional classification of the overall roadway network serving Edina
and its residents, businesses, and institutions.
Cities in Minnesota with populations greater than 5,000 are eligible to receive Municipal State Aid (MSA) funding
from the state Highway User Tax Distribution Fund. The basic purpose of this program is to help local
governments construct and maintain those collector and arterial roadways that have consistent design standards
and are well integrated into the overall network of collector and arterial roadways. The State Aid office of
MnDOT has established clearly defined design requirements for MSA streets. These requirements ensure that
capacity, operational, and safety goals are met in a uniform manner from community to community and that
street systems are well coordinated with each other.
Based on State Statute, sections 169.80 and 169.87, MnDOT does not allow cities to restrict truck traffic on
local or MSA streets. However, cities may restrict trucks over a certain weight depending on road conditions
and time of year.
Edina’s current (2018) MSA network is identified on Figure 5.11. These roadways are eligible to receive MSA
funds for maintenance and/or improvement projects. The MSA network is reviewed every year and may be
revised subject to MnDOT State Aid review and approval.
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Figure 5.10: Existing Jurisdictional Classification
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Figure 5.11: Existing MSA Network
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Aviation
There currently are no airports within the City of Edina. The closest airport is the Minneapolis-Saint Paul
International Airport (MSP), which is approximately three and one half miles east of the City. Edina is within the
influence area of MSP as determined by Metropolitan Council Guidance (Transportation Policy Plan, Appendix
K).
Aviation-Related Policies and Ordinances
Any person or organization intending to sponsor the construction or alteration of a structure affecting navigable
airspace as defined in Federal Regulation Title 14, Part 77 must inform the Federal Aviation Agency (FAA) of the
project. This notification is accomplished through the completion and submittal of Form 7460. In the case of
Edina, this requirement applies to the following circumstances:
• any construction or alteration exceeding 200 feet above ground level
• any construction or alteration of greater height than an imaginary surface extending outward and
upward at a slope of 100 to 1 for a horizontal distance of 20,000 feet from the nearest point of
the nearest runway (Runway 17/35 at MSP)
Aviation-Related Facilities
Edina has no permitted seaplane surface waters, tall towers, radio beacons or other air navigation aids located
within the city. There is currently one heliport in the City of Edina, which is located at the Fairview Southdale
Hospital. Heliports are regulated through City ordinance.
Freight
A safe, efficient, high-capacity freight transportation system is essential to the economic well-being of Edina, the
region, and the state. However, freight movement (by truck and rail) is often regarded as incompatible with
other land uses and other modes of transportation. The following is a summary of existing facilities, nodes and
issues relating to freight movement in Edina. Figure 5.12 shows roads and railways that carry freight through
Edina. Figure 5.13 depicts the current volumes of multi-axle (or heavy commercial traffic) on principle arterials in
and adjacent to the City.
Freight Facilities
While Edina has no intermodal freight terminals, the Canadian Pacific Railway (CP Rail) railroad runs north-
south over four miles through the entire city, just west of Highway 100. Currently, freight trains on this portion
of the CP Rail line are operated by the Twin Cities and Western (TC&W) Railroad. Approximately two trains
run through Edina on CP Rail per day – one in the morning and one the evening. The existing freight rail traffic
in the corridor remains about the same as it did in 2001 (about 1-2 trains per day). Some freight
improvements/track improvements have been made recently which may lead to increased freight traffic, though
specific railroad plans are not known.
Other Freight-Related Nodes
The Cahill industrial area, located in south-central Edina, consists of two distinct areas. The northwestern
corner of this area comprises some residential uses on the north side of West 70th Street and a concentration
of commercial (office and retail) and light industrial uses on the south side of West 70th Street. This area is
bordered by West 70th Street to the north, the Canadian Pacific Railroad to the east, generally the FilmTech
industrial use to the south, and Cahill Road to the west. A small area plan for the northwest corner of this area
was approved by the Planning Commission in December 2018 and adopted by Council in January 2019.
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The remaining area is bordered by West 70th Street to the north, TH 100 to the east, the southern city limits to
the south, and the Canadian Pacific Railroad to the west. The land uses within these borders can best be
described as light industrial and business park. With the Great Recession of 2008 and the economic downturn,
retail uses and other non-business uses began to appear in this area. At this time it is known that existing land
uses in the Cahill industrial area tend to generate multi-axle truck traffic, future plans are somewhat unknown as
the City considers preparing a small area or district plan for the area.
Another concentration of uses associated with truck traffic is the Southdale commercial district, in southeastern
Edina. This area has a large number of commercial and retail land uses that must be served by trucks for
deliveries, in addition to the general purpose traffic associated with the district.
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Figure 5.12: Freight System
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Figure 5.13: Current Daily Volume of Heavy Commercial Traffic
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Trends and Challenges
The City of Edina recognizes the need to increase active transportation through the construction and
maintenance of infrastructure, which will improve the livability and sense of community in Edina. When planning
for the future it is important to lessen the negative impacts that transportation may have on the environment
and neighborhoods and improve connectivity throughout the city.
In order to prepare for the coming changes in transportation, including vehicle electrification, connected and
automated vehicles, changes in parking demand, technology, funding availability, delivery of goods and the aging
population, it is necessary to plan for a balanced transportation system.
Walking and Bicycling
The following is a summary of Edina’s Pedestrian and Bicycle Master Plan, the findings and recommendations of
which serve to identify the trends, challenges and opportunities of walking and bicycling in Edina. The full Master
Plan is attached as an appendix. Proposed pedestrian and bicycle networks are illustrated on Figures 5.14 and
5.15 on the following two pages.
The Pedestrian and Bicycle Master Plan is a document to guide Edina’s continuing evolution toward becoming a
more walkable, bikeable community that offers its residents a full range of healthy, active and sustainable
transportation options for moving in and around the city, and for connecting to its numerous recreational,
commercial and entertainment opportunities.
Walking and Biking Goals
Goals for the plan are twofold:
• To increase the number of Edina residents, workers and visitors who walk or bike for transportation,
health, fitness, and recreation in the city, and,
• To support city, resident and elected officials’ work and efforts to offer the highest quality of life and
best experience of their city to Edina residents, businesses, workers and visitors.
Community Guidance
The plan was developed with the active participation of the Edina community and guidance and consultation with
city staff. A vigorous engagement process - using both in-person and innovative online approaches - brought the
Edina: A Community of Learning. Edina has a prized education system of high-quality public
schools. The Transportation chapter of the Comprehensive Plan recognizes the importance of extending
the benefits of education to the entire community.
Collaborating with the Arts and Culture, Heritage Preservation, and Parks and Recreation Commissions
and Edina public schools, the Planning and Public Works Departments could incorporate continued learning
into infrastructure improvement projects. New sidewalks, for example, might include cast-in alphabets to
spur toddler interest in reading, poetry to stimulate us all, original art to tie it all together and certainly
dates of construction to help us all understand the effects of time. And all of this could become visual
clutter, but under the guidance of the Arts and Culture Commission, it has the possibility to become a
pervasive and convincing presence of a commitment to education and learning that can delight the
community and indicate that the community is committed to becoming an even better place to live.
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Figure 5.14: Proposed Sidewalk Facilities
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Figure 5.15: Proposed Bicycle Facilities
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voice and ideas of well over a thousand Edina residents into the shaping of the plan’s vision and
recommendations.
The guidance was clear: residents recognize, enjoy and appreciate the many walk/bike assets the City has
developed over the last ten years - but there are also many opportunities for improving current conditions and
innovating, once again, to develop and offer residents the best, most productive approaches for growing walking
and biking in the city.
An All Ages and Abilities Network
Guidance from Edina residents was very clear: connecting to schools, parks and neighborhoods with safe and
comfortable facilities is a key priority.
The plan proposes an All Ages and Abilities walk/bike system that is built around a new “Twin Loops”
framework connecting key assets in the city through a high-comfort, high-amenity network of walking and biking
routes and supporting facilities. The Inner and Outer Loops, working together with the new Nine Mile Creek
Regional Trail, provide high quality connections tying all four city quadrants and serving Edina schools,
community destinations and parks, regional destinations, and adjoining communities.
A Comprehensive Approach
The plan recognizes the importance of a comprehensive approach for achieving success: a full suite of
recommendations - from on-the-ground routes and facilities to a robust set of education, encouragement and
other programming initiatives are part of the plan’s “6Es” approach.
Bikeshare, educational campaigns, and recommendations for supporting development of new “mobility hubs” in
the city are included.
Taking Care of What We’ve Got
But the plan is not only about making new investments – it is also about recognizing and taking care of the many
walk/bike assets Edina has developed over the last few years. Recommendations for maintaining infrastructure
and offering a year-round walking and biking network are also a key part of the plan.
Implementation - Where We Make it Real
Recommendations are great - but none of it counts if we do not build it. The plan includes robust guidance for
implementation approaches - from a “test it first” and quick/tactical approach to developing facilities and
infrastructure to recommendations for implementing programs. Most important of all, it includes a preliminary
evaluation on how to implement the Edina Twin Loops - by looking at opportunities, constraints, and potential
phasing for developing the individual segments that will make up this premier, signature walking and biking
framework for the City’s transportation network. Several potential funding sources are also identified.
Safe Routes to School
In 2014 the City of Edina approved its Active Routes to School (ARTS) Plan. The purpose of the ARTS Plan is to
identify opportunities and priorities to increase walking and biking to schools and develop an implementation
plan for making improvements in these areas. The City worked together with the Edina School District to
prepare the plan, and the City has been successful in implementing most of the sidewalk recommendations
indicated in the ARTS Plan.
Future Transit Service
The City of Edina, as an inner ring suburb, has good transit service relative to much of the overall metro region.
The existing service and facilities are identified on Figure 5.4. The Southdale Transit Center is one of the busiest
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transit facilities in the region, and there is generally good commuter service to downtown Minneapolis.
However, transit service in western portions of the City is quite limited, and the need has been identified to
evaluate additional park and ride capacity to improve the usability of commuter service for Edina residents. This
will be discussed further under the facilities heading below.
As discussed in Chapter 3 of this Comprehensive Plan, the population of Edina is aging to a greater degree than
many communities in the region. This trend will likely increase the demand for transit services in coming years.
The City should track this and other factors including increasing gasoline costs to assess on-going demand for
enhanced scheduled transit service. The City should work with Metro Transit and Southwest Metro Transit to
advance such service as demand is identified. Metro Transit provides the great majority of transit service options
in Edina, and it would make the determination if service revisions or enhancements would be viable for its
service areas. The ability to plan and provide additional transit service is subject to state and regional funding
that Metro Transit receives.
Facilities
Metro Transit’s Central-South (Sector 5) Plan (revised 2004) identified a future 300-500 car park and ride facility
at TH 100 and Vernon Avenue. However, the Metropolitan Council’s 2030 Park-and-Ride Plan (adopted 2010)
does not include a future park-and-ride facility in Edina. The Plan identifies an existing 1-150 car “transitway
facility” at TH 100 and Vernon Avenue, which consists of “hide-and-ride” transit users who park in and around
the City-owned parking structure in this location. Given the current limited transit service in the western
portion of the City, future evaluation of the need for a more formal park-and-ride facility at this location may be
necessary.
Future Service
Local Circulator Service
As discussed above, there is very limited Metro Transit Service in the western portions of Edina. In the past the
City has had discussions with Metro Transit regarding additional service to the western areas, perhaps as
circulator service. This would involve smaller vehicles that would seat between 12 and 18 riders. At the time
Metro Transit determined that there is not enough demand in this area for it to viably provide such service,
given its funding limitations. Metro Transit staff cited the relatively high income levels and high rates of car
ownership as factors limiting the demand for additional transit service in these areas.
The City has evaluated, on a preliminary basis, the option of providing its own circulator service. This would
provide service to the western portions of the City and would give those who cannot drive or choose not to an
alternative travel mode to use. In summary, the capital costs (in 2008 dollars) for the lowest level of service
(“baseline”) evaluated would be approximately $150,000 (three vans), and the annual operating costs would be
over $250,000. The more extensive operational scenario evaluated resulted in costs substantially higher.
The evaluation summarized above is intended to stimulate preliminary but systematic consideration of circulator
service which could increase transit coverage in western Edina. 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 (fixed route vs. flex or “on-demand”) 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
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Greater Southdale Area Bus Circulator Service
The 2008 Comprehensive Plan recommended that the City conduct a study to assess the viability of a Southdale
District shuttle service. In 2018 the City initiated a pilot bus circulator service, called CloverRide and operated
by DARTS, that provides service to residential and commercial areas in the greater Southdale area. This fixed-
route service runs one day per week during the mid-day, and has a one-hour “loop” through the area, stopping
at four (primarily senior) housing destinations and six commercial/retail destinations. While the service runs on
a fixed schedule, riders are allowed to request “on demand” stops provided they are proximate to the regular
route.
City staff and the Edina Transportation Commission will evaluate this pilot program and make recommendations
regarding its continued service. This could include changes to stop locations and times, as well as expanded
service (e.g. more buses, more stops located in other areas of the city).
Light Rail Transit
In the 2040 Transportation Policy Plan (TPP), the Metropolitan Council has identified a series of transitway
corridors for planning purposes. This network is included as Figure 5.16. The METRO Blue Line (Hiawatha LRT
Corridor), connecting downtown Minneapolis, the MSP International Airport, and the Mall of America, was
completed in 2004. The METRO Green Line (Central LRT Corridor), connecting Downtown Minneapolis and
Downtown St. Paul, was completed in 2014.
The METRO Green Line Extension (Southwest LRT Corridor) is currently being designed. This LRT corridor
will operate on a route from downtown Minneapolis through St. Louis Park, Hopkins, Minnetonka, and Eden
Prairie, passing in close proximity to Edina. The line will include 16 new stations and will be part of an integrated
system of transitways, including connections to the METRO Blue Line, the Northstar Commuter Rail line, many
bus routes, and proposed future transitways. Six planned Green Line stations will be within one mile of the
Edina city border; however, the accessibility of each station from Edina varies considerably. The City should
continue to work with neighboring cities to make pedestrian and bicycle connections to Green Line stations and
cooperate with Metro Transit regarding feeder bus connections. between Edina’s neighborhoods and stations
constructed along the Green Line Extension. Heavy construction of the Green Line Extension is scheduled to
take place between 2018 and 2022, with passenger service as an extension of the METRO Green Line beginning
in 2023.
Passenger Rail
MnDOT’s 2015 update to the Minnesota Comprehensive Statewide Rail Plan guides the future of both freight
and intercity passenger rail systems and rail services in the state. While there is no specific mention of Edina, the
plan generally provides strong support for increased investment in passenger rail as a response to growing
congestion on highways serving the metropolitan area and exurban communities. The Rail Plan identifies an
intercity passenger rail line that extends from the Twin Cities to Northfield that would pass through the City of
Edina by way of the Canadian Pacific Minneapolis, Northfield and Southern Railway (CP MN&S) subdivision. This
corridor is also known as the Dan Patch Corridor and is identified as a Phase 1 project in the plan. This
identification indicates it is a desirable project within a 0- to 20-year (2015 - 2035) implementation horizon.
A study conducted in 2002 examined the feasibility of establishing commuter rail service along the Dan Patch
corridor. At that time, responding to opposition from residents, former State Representative Ron Erhardt
introduced legislation that would prohibit state and regional agencies from spending any money to study, plan or
design a commuter rail line in this corridor. This legislation, which was passed and has been referred to as the
"gag order," applies to state agencies and affected Regional Railroad Authorities but not cities. Based on interest
in commuter rail expressed by Edina residents, the City in 2017 conducted a study to gauge public support for
passenger rail in the Dan Patch corridor through Edina. The majority of public feedback was not supportive of
Edina Comprehensive Plan
5. Transportation Chapter – Approved 08-18-20
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Figure 5.16: Metropolitan Council Regional Transitways
Edina Comprehensive Plan
5. Transportation Chapter – Approved 08-18-20
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passenger rail in the Dan Patch corridor through Edina. The majority of public feedback was not supportive of
passenger rail in the corridor; particularly noted are comments coming from residents who live along the route.
The study, which is documented in the Passenger Rail Community Engagement Report, concluded with a
recommendation that the City should not pursue passenger rail in the Dan Patch corridor at that time.
Looking forward, as commuting choices and patterns change and as Edina's transit mode share increases, the
City may choose to reassess community acceptance of passenger rail service in the Dan Patch corridor. At this
time, at least one other city along the corridor, Savage, has expressed interest in seeing a light rail crossing of
the Minnesota River with a connection to Southwest Light Rail as a means to relieve congestion on the US
Highway 169 bridge. If implemented, a light rail system between Saint Louis Park and Savage along the Dan
Patch corridor would have a profound impact on transportation in Edina.
Bus Rapid Transit
Metro Transit is currently planning improvements to the Route 6 corridor
with the E Line bus rapid transit (BRT) project. The E Line will
substantially replace parts of Route 6 in the Hennepin Avenue corridor,
serving uptown Minneapolis. Since this BRT line was identified in 2012,
community members have expressed interest in a longer BRT corridor to
serve more places along Route 6, including extending service along France
and/or York Avenues in Edina. Metro Transit is studying the corridor in
2018-2019 to determine whether to extend the E Line south into Edina.
Following this corridor study, E Line station planning will begin in 2019
with construction (pending full funding) beginning as soon as 2023. The
City of Edina is represented on the study’s Technical Advisory
Committee.
Future Roadways
2040 Traffic Forecasts
Year 2040 traffic forecasts were prepared using the Metropolitan Council travel demand model. The model was
refined for application specifically for the City of Edina. The 2040 roadway network assumed for this analysis is
the same as the current roadway network, as the City and County Capital Improvement Programs (CIPs) do not
include any projects that add significant capacity to the roadway network. While the travel demand model is a
valuable tool for identifying future traffic based on the proposed land use impacts, it is not meant for use in
detailed traffic operations studies. For a more accurate representation of the transportation impacts from
specific developments, detailed traffic studies should be conducted to determine the operational impacts on
adjacent roadways and intersections.
A central concept of travel demand forecasting is the use of Transportation Analysis Zones (TAZs). Each
forecast study area, in this case the City of Edina, is divided into a series of TAZs. Each TAZ has land use data
which indicates trip generation and trip attraction including population, household, and employment data. Figure
5.17 displays Metropolitan Council TAZs within the City of Edina.
Table 5.4 provides the initial population, household, and employment allocations by TAZ assumed in the
Metropolitan Council model. Table 5.5 provides the population, household, and employment allocations by TAZ
based on the City of Edina’s Land Use Plan adjustments as detailed in Chapter 3. Table 5.6 shows the change in
TAZs between the base condition and the adjusted condition. Results of the City of Edina modeling process
are summarized on Figure 5.18 showing the 2040 Traffic Forecast (Met Council Base) and Figure 5.19 showing
the 2040 Traffic Forecast with Edina Land Use adjustments.
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Figure 5.17: Traffic Analysis Zones
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Table 5.4: 2040 Transportation Analysis Zone (TAZ) Forecasts – Metropolitan Council Base
TAZ
2020 2030 2040
Households Pop. Employment Households Pop. Employment Households Pop. Employment
1022 0 0 0 3 7 0 10 22 0
1395 569 1504 109 577 1472 108 563 1381 110
1396 699 1894 1024 768 1949 1059 804 1919 1091
1397 309 850 35 313 824 38 302 762 40
1398 23 61 1 22 57 1 20 49 0
1403 686 1453 40 698 1440 40 684 1380 40
1404 95 205 193 94 199 197 91 187 200
1408 351 871 6 352 869 8 342 836 10
1409 690 1713 375 701 1732 413 684 1675 450
1410 1288 2735 430 1301 2690 446 1267 2564 460
1411 1241 2498 8998 1263 2466 9092 1237 2375 9106
1412 663 1848 41 670 1860 41 654 1807 40
1413 34 79 570 39 83 577 40 81 580
1414 726 1446 361 734 1416 644 714 1352 951
1415 0 0 219 0 0 237 0 0 250
1416 0 0 868 0 0 930 0 0 1011
1417 61 89 10533 62 91 10884 60 89 11198
1418 757 1505 24 765 1471 48 744 1403 80
1419 356 964 34 361 971 36 352 942 40
1420 342 928 11 348 937 10 342 915 10
1421 452 1225 12 455 1223 11 442 1184 10
1422 158 412 295 162 417 348 161 408 400
1423 671 1604 177 680 1567 183 664 1485 190
1424 602 1640 48 609 1628 49 593 1553 50
1425 358 947 61 362 952 70 352 920 80
1426 322 853 345 328 864 393 322 843 440
1427 834 1911 1163 915 1955 1204 955 1919 1241
1428 353 926 761 358 904 787 352 859 811
1429 475 1248 926 490 1237 955 483 1179 981
1430 480 1261 41 484 1225 41 473 1156 40
1431 459 1236 102 464 1245 116 453 1210 130
1432 326 865 13 330 875 11 322 852 10
1435 708 1879 29 719 1907 29 704 1869 30
1436 123 295 21 142 324 20 151 327 20
1585 1290 2268 5044 1651 2936 5212 1911 3433 5364
1586 290 689 146 302 669 155 302 634 170
1587 531 1244 1593 554 1210 1687 553 1148 1841
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5. Transportation Chapter – Approved 08-18-20
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Table 5.4: 2040 Transportation Analysis Zone (TAZ) Forecasts – Metropolitan Council Base
(Continued)
TAZ
2020 2030 2040
Households Pop. Employment Households Pop. Employment Households Pop. Employment
1588 243 475 3818 333 667 3947 402 813 4063
1593 2182 3723 3266 2400 4229 3375 2504 4547 3472
1594 1981 4411 871 2422 5319 1229 2715 5889 1601
1595 507 1026 5667 591 1208 5724 644 1324 5754
1596 662 1116 2941 880 1508 2993 1036 1811 3032
1637 0 0 450 0 0 508 0 0 560
1640 0 0 140 0 0 140 0 0 140
Totals 22897 51897 51802 24702 54603 53996 25404 55102 56097
Table 5.5: 2040 Transportation Analysis Zone (TAZ) Forecasts – Adjusted
TAZ 2020 2030 2040
Households Pop. Employment Households Pop. Employment Households Pop. Employment
1022 0 0 0 3 7 0 10 22 0
1395 569 1549 109 577 1496 108 583 1438 110
1396 699 1949 1024 858 2129 1059 950 2340 1091
1397 309 874 35 313 837 38 313 793 40
1398 23 63 1 22 58 1 22 51 0
1403 722 1510 40 734 1470 40 745 1452 40
1404 95 213 193 94 203 197 94 197 200
1408 351 899 6 352 884 8 354 871 10
1409 699 1768 375 701 1761 413 709 1745 450
1410 1288 2837 430 1301 2744 446 1312 2693 460
1411 1241 2596 8998 1263 2518 9092 1281 2499 9106
1412 663 1900 41 670 1888 41 677 1873 40
1413 34 82 570 39 84 577 40 84 580
1414 726 1503 361 734 1446 644 740 1425 951
1415 0 0 219 0 0 237 0 0 250
1416 0 0 868 0 0 930 0 0 1011
1417 120 178 10533 191 305 10884 190 312 11198
1418 757 1565 24 765 1503 48 772 1479 80
1419 356 992 34 361 986 36 365 978 40
1420 342 955 11 348 951 10 354 949 10
1421 452 1261 12 455 1242 11 458 1229 10
1422 158 425 295 162 424 348 167 424 400
1423 671 1657 177 680 1595 183 688 1552 190
1424 602 1688 48 609 1653 49 614 1613 50
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Table 5.5 –2040 Transportation Analysis Zone (TAZ) Forecasts – Adjusted
(Continued)
TAZ 2020 2030 2040
Households Pop. Employment Households Pop. Employment Households Pop. Employment
1425 358 975 61 362 967 70 365 956 80
1426 328 879 345 334 878 393 340 876 440
1427 834 1977 1163 1001 2135 1204 1045 2283 1241
1428 353 954 761 358 919 787 364 894 811
1429 475 1286 926 490 1257 955 500 1227 981
1430 480 1299 41 484 1245 41 490 1204 40
1431 459 1272 102 464 1264 116 469 1256 130
1432 326 891 13 330 889 11 334 885 10
1435 708 1935 29 719 1937 29 730 1940 30
1436 123 305 21 142 329 20 151 339 20
1585 1290 2370 5044 1717 3114 5212 1996 3699 5364
1586 482 727 146 494 689 155 494 682 170
1587 531 1286 1593 554 1232 1687 572 1201 1841
1588 562 1021 3818 1112 2023 3947 1412 2656 4063
1593 2445 4114 3266 3444 5689 3375 3744 6375 3472
1594 1981 4568 871 2670 5683 1229 2947 6308 1601
1595 726 1509 5667 954 2030 5724 1425 2923 5754
1596 662 1168 2941 839 1536 2993 984 1877 3032
1637 0 0 450 0 0 508 0 0 560
1640 0 0 140 0 0 140 0 0 140
Totals 24000 55000 51802 27700 60000 53996 29800 63600 56097
Table 5.6: 2040 Transportation Analysis Zone (TAZ) Forecasts – TAZ Changes
TAZ 2020 2030 2040
Households Population Households Population Households Population
1395 0 45 0 24 20 57
1396 0 55 90 180 146 421
1397 0 24 0 13 11 31
1398 0 2 0 1 2 2
1403 36 57 36 30 61 72
1404 0 8 0 4 3 10
1408 0 28 0 15 12 35
1409 9 55 0 29 25 70
1410 0 102 0 54 45 129
1411 0 98 0 52 44 124
1412 0 52 0 28 23 66
Table 5.6: 2040 Transportation Analysis Zone (TAZ) Forecasts – TAZ Changes
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5. Transportation Chapter – Approved 08-18-20
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(Continued)
TAZ 2020 2030 2040
Households Population Households Population Households Population
1413 0 3 0 1 0 3
1414 0 57 0 30 26 73
1417 59 89 129 214 130 223
1418 0 60 0 32 28 76
1419 0 28 0 15 13 36
1420 0 27 0 14 12 34
1421 0 36 0 19 16 45
1422 0 13 0 7 6 16
1423 0 53 0 28 24 67
1424 0 48 0 25 21 60
1425 0 28 0 15 13 36
1426 6 26 6 14 18 33
1427 0 66 86 180 90 364
1428 0 28 0 15 12 35
1429 0 38 0 20 17 48
1430 0 38 0 20 17 48
1431 0 36 0 19 16 46
1432 0 26 0 14 12 33
1435 0 56 0 30 26 71
1436 0 10 0 5 0 12
1585 0 102 66 178 85 266
1586 192 38 192 20 192 48
1587 0 42 0 22 19 53
1588 319 546 779 1356 1010 1843
1593 263 391 1044 1460 1240 1828
1594 0 157 248 364 232 419
1595 219 483 363 822 781 1599
1596 0 52 -41 28 -52 66
Totals 1103 3103 2998 5397 4396 8498
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Figure 5.18: 2040 Base Forecast Daily Traffic
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Figure 5.19: 2040 Revised (Adjusted) Base Forecast Daily Traffic
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2040 Roadway Deficiency Analysis
Congestion on the roadway system is judged to exist when the ratio of traffic volume (number of daily vehicles
on a given roadway) to roadway capacity (maximum number of daily vehicles a given roadway can reasonably
accommodate) approaches or exceeds 1.0. The ratio of volume to capacity (v/c ratio) provides a measure of
congestion along a stretch of roadway and can help determine where roadway improvements, access
management, transit services, or demand management strategies need to be implemented. It does not, however,
provide a basis for determining the need for specific intersection improvements or other detailed mitigation.
Table 5.7 presents high-level estimates of the average daily traffic (ADT) capacity ranges for various types of
roadways. These ranges are based on guidance from the Highway Capacity Manual, discussions with the
Metropolitan Council, and professional engineering judgment. A range is used since the actual capacity of any
roadway design (v/c = 1) is a theoretical measure that can be affected by its functional classification, traffic
peaking, traffic composition, access (e.g. intersection or driveway spacing), speed, and other roadway design
features such as grade, pavement condition, presence or absence of bike lanes, number of bus stops, type of
intersection control devices, traffic signal phasing and timing, pedestrian crosswalks, etc.
In order to define a facility’s “daily capacity,” the top of each facility type’s volume range should be used. This
allows for capacity improvements that can be achieved by roadway performance enhancements. Another useful
capacity analysis index is the level of traffic that a facility can accommodate before it is defined as approaching its
capacity limit. A segment of road is noted as “approaching capacity” when observed daily volume equals or
exceeds 85 percent of daily capacity (v/c > 0.85). This level of traffic volume is also presented in Table 5.8 by
facility type.
Table 5.7: Planning-Level Roadway Capacities by Facility Type at
Level of Service (LOS) D/E
Facility Type
Planning Level Daily
Capacity Ranges
(ADT)
Approaching
Capacity
(85% of ADT)
Two-lane urban 8,000-10,000 8,500
Two-lane rural 14,000-15,000 12,750
Two-lane urban with a left-turn
lane 14,000-17,000 15,555
Four-lane urban 18,000-22,000 18,700
Four-lane urban with a left-turn
lane 28,000-36,800 31,200
Note: The terms urban and rural describe typical section designs (e.g., curb and gutter for urban and ditch
drainage for rural). They do not imply geographic areas.
Using the methodology described above, capacity deficiencies were identified by comparing existing ADT
volumes to the threshold capacities noted in Table 5.8. The existing number of lanes (Figure 5.7) were
compared to the forecast daily traffic volumes (Figures 5.18 and 5.19) to develop the 2040 capacity deficiencies.
Figure 5.20 shows the base 2040 forecast capacity deficiencies, which were based on the original Metropolitan
Council land use projections. Figure 5.21 shows the revised (adjusted) 2040 forecast capacity deficiencies based
on Edina’s land use projections. As noted on Figures 5.20 and 5.21, “congested” roadway segments are defined
as those with a volume-to-capacity ratio at or above 1.0.
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Figure 5.20: 2040 Forecast Capacity Deficiencies (Met Council Base)
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Figure 5.21: Revised 2040 Forecast Capacity Deficiencies
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Based on the 2040 traffic some of the major roadways in the City are expected to operate at levels approaching
capacity or over capacity. The following summarizes the road segments anticipated to exceed their design
capacity or are expected to approach capacity by 2040:
2040 Met Council Base Forecast Deficiencies:
Approaching Capacity:
• Interlachen Parkway – Maloney Avenue to W 50th Street
• Interlachen Road – TH 169 to Lincoln Drive
• Vernon Avenue – Hansen Road to Eden Avenue
• Tracy Avenue – Valley View Road to Valley Lane
• West 70th Street – Cahill Road to Metro Boulevard
• Edina Industrial Boulevard – Bush Lake Road to Metro Boulevard
• West 50th Street – Halifax Avenue to France Avenue
• France Avenue – North City Limit to West 58th Street
• Xerxes Avenue – West 54th Street to West 60th Street
• West 70th Street – France Avenue to Xerxes Avenue S
• France Avenue – West 70th Street to South City Limit
• York Avenue South – West 66th Street to 70th Street
• York Avenue South – West 76th Street to South City Limit
Over Capacity:
• Vernon Avenue – Gleason Road to Hansen Road
• Gleason Road – TH 62 to Vernon Avenue
• France Avenue – West 58th Street to TH 62
• Xerxes Avenue South – West 60th Street to TH 62
• West 70th Street – TH 100 to France Avenue
2040 Revised Forecast Deficiencies with City Land Use Adjustment:
Approaching Capacity:
• Interlachen Parkway – Maloney Avenue to W 50th Street
• Interlachen Road – TH 169 to Lincoln Drive
• Vernon Avenue – Lincoln Drive to Gleason Road
• Vernon Avenue – Hansen Road to Eden Avenue
• Tracy Avenue – Valley View Road to Valley Lane
• West 70th Street – Cahill Road to Metro Boulevard
• Edina Industrial Boulevard – Bush Lake Road to Metro Boulevard
• W 50th Street – Halifax Avenue to France Avenue
• France Avenue – North City Limit to W 58th Street
• Xerxes Avenue South – W 54th Street to W 60th Street
• France Avenue – West 70th Street to South City Limit
• York Avenue – West 66th Street to W 70th Street
• York Avenue – West 76th Street to South City Limit
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Over Capacity:
• Vernon Avenue – Gleason Road to Hansen Road
• Gleason Road – TH 62 to Vernon Avenue
• France Avenue – West 58th Street to TH 62
• Xerxes Avenue South – West 60th Street to TH 62
• West 70th Street – TH 100 to York Avenue South
Roadway Deficiencies and 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 (for example, areas covered by the Small Area Plans), combined with regional traffic trends
and considerations, there will be some areas of significant traffic growth. Most (but not all) of the areas identified
above as approaching or over capacity in 2040 are two-lane, state-aid roadways, which will require working with
other agencies to improve or otherwise mitigate.
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
• France Avenue (West 70th Street to I-494)
• France Avenue (north of TH 62, especially south of West 58th Street)
• West 70th Street
• Vernon Avenue/Gleason Road (north of TH 62)
• Other trunk highway and interchange area
These areas and others will be addressed under the following headings. The final heading will address a summary
of implementation considerations and requirements. Within the context of this planning level information,
individual projects will be identified to be included in the City’s Capital Improvement Programs over the next
ten years (until the next Comprehensive Plan Update is required).
Potential Problem Locations
The primary current problem locations are identified below.
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 on the City street system as
discussed under the following headings.
Additional lanes could possibly be constructed to address congestion along TH 62, between TH 169 and Penn
Avenue, and along I-494, between TH 169 and the western abutment of the I-494 Bridge over the Minnesota
River. Both of these lane addition projects are currently under study, and no decisions to implement them have
been made at this time.
Freeway Interchange Queues
Peak period queuing occurs at most freeway ramps. In particular, the older freeway interchanges with TH 62 at
Xerxes Avenue South and France Avenue (see above) have inadequate bridge width and storage capacity to
accommodate vehicles waiting at the queue. Similar problems exist along TH 100 at West 70th Street and West
77th Street.
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5. Transportation Chapter – Approved 08-18-20
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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. Refer to the
50th & France Small Area Plan for further details.
France Avenue North of TH 62
The concentration of recent and future increased redevelopment in the greater Southdale area, along with the
congested interchange at TH 62, has the potential to result in congestion on France Avenue north of TH 62.
France Avenue transitions from a four-lane to a two-lane roadway at the interchange.
Gateway Redevelopment Area Improvements
An Alternative Urban Areawide Review (AUAR) was prepared by the City in 2007 (with updates in 2013 and
2018) for an area generally bounded by TH 100 to the west, Fred Richards Golf Course/76th Street to the north,
France Avenue to the east, and Minnesota Drive to the south. The impetus for the AUAR was the purchase of a
parcels within the Study Area by a developer and subsequent discussions with the City regarding their
redevelopment. The City decided to review the potential for further redevelopment within the commercial and
industrial area along West 77th Street adjacent to these recently acquired parcels.
The AUAR reviewed five different scenarios: 1 – Comprehensive Plan (1998), 2 – Master Plan (proposed by
developer), 3 – Maximum Commercial, 4 – Maximum Residential, and 4.1 – Modified Scenario 4. Each of these
scenarios required its own set of roadway improvements to accommodate the development envisioned for the
given scenario. Perhaps the most notable observation is that Scenario 3 (Maximum Commercial) would require
reconstruction of the West 77th Street Bridge over TH 100 to provide additional through and turning lanes.
Funding requirements may preclude the implementation of this scenario in the foreseeable future.
The AUAR identifies improvements that will be required for various types and intensities of development
outcomes. The specific improvements that will be required, and the schedule of those improvements, will be
dictated by the development projects that are actually proposed and occur over time. It is recommended that
the City clarify to developers early in the plan review procedures for this overall area that they must address
transportation improvement needs in a proactive manner. The City will coordinate with developers regarding
the planning and funding of the improvements, but developers will be required to perform their “fair share” such
that needed improvements are identified and implemented in advance of the added traffic volumes.
A conceptual east-west connector corridor north of I-494 has been identified for further evaluation and
potential long-term implementation. This corridor is identified on Figure 5.22. As shown, it uses West 78th
Street, West 77th Street, and West 76th Street with enhanced continuity. It will be further discussed under a
separate heading, below. The improvements addressed in the Gateway Area AUAR are considered short to
mid-range improvements, with the east-west connector corridor being a long-range concept.
France Avenue (TH 62 to I-494)
France Avenue between TH 62 and I-494 carries high volumes of traffic. The design of the roadway, 4-lane
divided with turn lanes, has a high level of capacity, and roadway actually operates better than what perhaps is
the common perception. For example, motorists must wait more than one signal cycle to proceed through an
intersection only infrequently even at peak travel times. However, as traffic levels increase as projected on
Figure 5.19, congestion on the main portion of this stretch of roadway will become more of a concern. Refer to
the transportation section of the Southdale District Area Plan for additional information regarding France
Avenue.
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5. Transportation Chapter – Approved 08-18-20
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TH 62 and Central Areas
The primary issue at TH 62 is that there is currently not enough bridge width to provide storage for vehicles
waiting in queues on France Avenue at the interchange. To address this issue, in 2019 MnDOT (in cooperation
with Hennepin County) re-decked the France Avenue bridge over TH 62 to include a second northbound left-
turn lane, with the intent to shorten queuing for vehicles waiting to head westbound on TH 62. Additionally, the
sidewalks on both sides of the bridge were significantly widened to improve pedestrian comfort and safety.
An additional means to improve this situation is through traffic management, attempting to spread the traffic
more equally between the interchanges at Valley View Road, France Avenue, and Xerxes Avenue. Both the
Valley View Road and Xerxes Avenue interchanges currently relieve the France Avenue interchange, but efforts
can be made to increase this affect. Options that could be further explored include employee training for
businesses in the area, to promote increased use of the alternate interchanges, and improved signage indicating
the option of using alternate interchanges. However, it is not known how effective such measures could be,
short of significant operational or infrastructure projects.
There currently does not appear to be any physical/infrastructure projects that could readily be implemented
and would have clear benefits in terms of redirecting traffic from France Avenue to York/Xerxes Avenue.
Figure 5.22: Conceptual East/West Connector
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5. Transportation Chapter – Approved 08-18-20
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However, as redevelopment continues to take place in the Greater Southdale area, the City should promote
access and street design that helps make Xerxes/York Avenue a viable alternative to France Avenue.
An important limitation of Xerxes/York Avenue in terms of serving as an alternate route for France Avenue is
that it does not have an interchange at I-494. As will be discussed under a separate heading, the City should
investigate an enhanced east-west connector corridor north of I-494. This would tie into Richfield’s West 76th/
77th Street corridor. One of the benefits of such a connector route is that it could make the use of Xerxes/York
Avenue as an alternate to France Avenue more viable. East-west traffic flow would be enhanced in the southern
portion of the City with connections to both France Avenue and York Avenue.
I-494 Area
The primary operational difficulty on France Avenue at the south end at I-494 relates to the single southbound
right turn lane to accommodate both motorists using the ramp to westbound I-494 and those using the loop to
eastbound I-494. This causes excessive southbound queuing in the right lane. The proximities of Minnesota
Drive and West 78th Street to the interchange exacerbate this problem. 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
and the City of Bloomington to ensure that this improvement takes place.
West 70th Street
The section of West 70th Street between TH 100 and France Avenue (reconstructed in 2011) is problematic
because it experiences relatively high traffic levels for a roadway passing through a residential setting. The traffic
levels are due in large part to the basic location and context of the segment. At one end of the segment is an
interchange with major highway (TH 100), and at the other end is an important “A” minor arterial roadway
(France Avenue) and a major commercial center (greater Southdale area). Traffic levels are currently at the high
end of the capacity for a 2-lane roadway with turn lanes, and are forecasted to be over capacity by 2040.
East-West Connector Corridor
A significant transportation difficulty facing the City is that there is not a continuous east-west reliever roadway
on the north side of I-494. Motorists making east-west trips north of the freeway must proceed through a series
of roadway segments that are currently not well coordinated or tied into a larger roadway network.
Coordinating with adjacent communities, a conceptual corridor has been identified that is depicted on Figure
5.22. This improvement area would align along existing West 78th Street west of E Bush Lake Road, West 77th
Street between East Bush Lake Road and Parklawn Ave, and West 76th Street east of Parklawn Avenue. An
alternative (and longer-term) alignment between East Bush Lake Road and Parklawn Avenue 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 (see the Long-Term “Alternative Alignment” on Figure 5.22).
The rationale behind this concept is to provide a roadway that would serve a similar function to American
Boulevard in Bloomington and the West 76th/77th Street corridor in Richfield. It would tie directly into the
Richfield corridor. As stated above, it could ultimately relieve congestion through the TH 100/West 77th
Street/Edina Industrial Boulevard interchange. It would generally allow more efficient east-west movements and
tie into the larger Edina network more effectively. For example, it would make Xerxes/York Avenue easier and
more logical to use as an alternative to France Avenue to relieve traffic levels on France. It would likely make
this portion of Edina a more attractive location for business and office development because of improved
mobility and access. The Gateway Redevelopment discussed under an earlier heading may provide the
opportunity to begin roadway reconstruction efforts associated with implementation of the overall East-West
Connector concept.
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Because this roadway would support and improve operations on trunk highways (TH 100 and I-494), MnDOT
and the Federal Highway Administration (FHWA) would be supportive of such a project. The City should
explore the availability of state and federal funding to help advance this concept if it is deemed viable.
It should be emphasized that this long-term corridor improvement plan is only conceptual at this point, and no
major right-of-way acquisitions are anticipated. However, it is recommended that the City continue to explore
the concept and discuss it with adjacent communities, MnDOT, and Hennepin County. The City can also
coordinate roadway reconfiguration and reconstruction with the redevelopment of the Gateway area as
appropriate. The potential benefits of such a corridor could be quite significant, just as American Boulevard has
benefited Bloomington, and the West 76th/77th corridor has benefited Richfield.
Summary of Key Implementation Considerations and Requirements
Gateway Redevelopment Area Improvements
The City should require, early in the plan review procedures for redevelopment projects proposed in this area,
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 in a proactive manner. 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.
East – West Connector Roadway
The City should continue to coordinate with neighboring communities, Hennepin County, and MnDOT to
advance the planning and evaluation of the general corridor identified on Figure 5.22. It is likely a long-term
concept, but 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.
Roadway Jurisdictional Issues
In general, it is good policy that Hennepin County and MnDOT 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. The existing roadway jurisdictional classification system is depicted on Figure 5.10.
At present, there are no roadways in the City under State (MnDOT) jurisdiction that are being considered for
turnback to Hennepin County or the City of Edina. However, Hennepin County, in its Transportation System
Plan, identifies two roadway segments that are candidates for turnback to the City of Edina (see Figure 5.23):
• CSAH 31 (York/Xerxes Avenue) from 50th Street to south City limit (see Figure 5.23)
• CSAH 158 (Vernon Avenue/Gleason Road) from TH 100 to TH 62 (see Figure 5.23)
Regarding these segments, the City of Edina does not support either turnback option. These segments should
remain under County jurisdiction for the following reasons:
• CSAH 31 - This roadway serves an inter-community function, connecting Bloomington, Edina and
Minneapolis. It also links with TH 62. It carries a significant percentage of traffic not originating or
terminating in Edina.
• CSAH 158 - This roadway is an arterial roadway serving an intercommunity function and is
therefore appropriate for Hennepin County jurisdiction. It carries a substantial percentage of
traffic not originating or terminating in Edina.
• Both – At current Municipal State Aid funding levels, the City believes that there would not be
enough resources for Edina to maintain these roadway segments in the future.
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Figure 5.23: Jurisdictional Turnbacks Proposed by Hennepin County
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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 prior
to accepting transfer.
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 preserves the capacity on arterial streets and improves safety by
reducing the need for traffic to divert to local streets. It separates local turning movements from higher speed
“through” traffic, concentrating traffic linkages at intersections controlled with traffic signals, roundabouts, or
other measures.
MnDOT and County roadways serving Edina are identified on Figure 5.10. For MnDOT roadways, MnDOT’s
access management guidelines apply. These guidelines are included in the Appendix. For County roadways,
Hennepin County access management guidelines apply. These guidelines were established in the Hennepin
County Transportation System Plan and are included in Appendix T-4. In instances of local site redevelopment,
the City will continue to work with these guidelines in the site plan review and approval process.
The City’s existing ordinance on curb cut placement limits the placement and number of accesses to local and
collector roadways under City jurisdiction. General guidelines 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
Community/Aesthetic Design for Transportation Facilities
Community design goals and treatments were discussed in Chapter 3 of this Comprehensive Plan, and in the
Living Streets Plan. 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 because they are obviously very visible to many travelers,
local and non-local.
Refer to chapter three of the Living Streets Plan for detailed descriptions of the type, function and location of
Living Streets in Edina, and chapter six for roadway design guidelines. These design guidelines discuss the
following design elements (both functional and aesthetic):
• Vehicular Facilities (driving and parking lanes, pavement markings and signage)
• Pedestrian Facilities (sidewalks, pedestrian crossings, street furniture and public art)
• Bicycle Facilities (type and placement, signage and wayfinding and intersections
• Traffic Calming (road design, curb extensions, boulevard trees, pavement color/texture)
• Stormwater Management and Sustainable Infrastructure (impervious surface reduction; soil, turf and
trees; rain gardens; filtration/infiltration; ponds and wetlands)
Another important component of the Community Design Guidelines which pertains to transportation and
roadways is the guideline for gateways. Gateways define areas with character and a sense of place, and can
include such features as street or other lighting, signage, street furniture and public art, and other streetscape
improvements. Many of these elements are in place in various districts throughout the City, but other locations
could be identified and improved.
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Travel Demand Management
The primary emphasis of Travel 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.
The primary methods or 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. For example,
employers can provide monthly discounts or passes to employees to use transit. They can provide coordination
services to match up individuals for car/van pooling activities. They can allow or promote telecommuting,
particularly in various industries for which face-to-face contact is not important for task performance. Similarly,
employers can allow or promote flex time, which enables employees to travel to/from work at non-peak travel
times. Regarding non-motorized commuting, the provision of shower and changing facilities is often helpful to
promote bicycle commuting.
There is a number of reasons for employers to promote TDM activities. In some cases, vehicle parking is at a
premium and anything they can do to reduce parking requirements is beneficial. Another example may be a large
employer or group of employers accessed by congested road systems. If these employers can reduce rush hour
trips into their facilities and associated congestion, it benefits their workers and makes their places of business
more attractive places to work. Some employers wish to reduce vehicle trips to their facilities simply because it
is “the right thing to do” for environmental reasons.
Cities can increase TDM activities through promotional activities and by coordinating with key employers to
identify and implement TDM plans. Cities may require TDM plans for new developments if they are large
enough to have significant traffic impacts. Cities can also form or coordinate the formation of Transportation
Management Organizations (TMOs). These organizations pool resources and strategies to get the biggest “bang
for the buck” for reducing traffic levels in a given area. The City of Edina is an active member of the 494
Corridor Commission, which is a TMO striving to limit single occupancy vehicle trips on I- 494.
It is difficult to project the quantitative benefits of Travel Demand Management activities with confidence.
However, as fuel prices increase and congestion on major roadways in the metro region increase into the
future, the demand for and potential of this approach will increase accordingly.
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
The City’s requirements in terms of commitment to TDM activities and programs within the TDM plans are
currently not rigorous. For example, these plans often simply identify existing transit service within the vicinity
of the proposed project to suggest future TDM activities. It is recommended that the City evaluate the option of
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adding “teeth” to TDM requirements for developers, perhaps using the City of Minneapolis and Bloomington
programs as a guide.
Aviation
According to Appendix L of the 2040 Transportation Policy Plan, Edina is not a “noise impacted community.”
However, members of the community have expressed increased concern over the effects of aircraft noise on
their property and quality of life. These issues can be shared with the MSP Noise Oversight Committee (NOC),
which was established in 2002. The MAC Noise Program Office works closely with the NOC and is dedicated
to collecting, analyzing and reporting aircraft operations data for the purpose of working with the communities
surrounding the MAC's system of airports on aircraft noise issues. The MSP NOC membership is balanced with
community and aviation industry representatives who work together to address aircraft noise issues associated
with MSP. The City of Edina is represented through an “at-large” membership on the NOC.
Freight
Roadway and Bridge Restrictions
The only weight-restricted bridge in the City of Edina is the West 50th Street bridge over Minnehaha Creek.
Table 5.8 indicates bridges in Edina that have insufficient height clearances (less than 15’-6” clear):
Table 5.8 –Bridges with Insufficient Height Clearances
Bridge Number Location Height Clearance
7296 Pedestrian bridge over Interlachen Boulevard 14’-2”
27646 Canadian Pacific Rail bridge over Eden
Avenue
15’-0”
90641 Canadian Pacific Rail bridge over West 44th
Street
14’-3”
94176 Pedestrian bridge over Braemar Boulevard 15’-0”
Goals and Policies
1. Improve mobility for residents, visitors and businesses (including those with transportation
disadvantages) through the creation and maintenance of a balanced system of transportation
alternatives for transit users, pedestrians, bicyclists and motorists.
1.1. Increase protected and separate bike facilities between nodes, parks, schools and City
facilities as indicated in the Pedestrian and Bicycle Master Plan.
1.2. Connectivity between nodes shall be enhanced to include three modes of transportation
where at least one is non-motorized.
1.3. Create safe and convenient pedestrian and bicycle connections between major traffic
generators, with particular emphasis on continuity at roadway and other barrier crossings.
1.4. Connect to regional non-motorized transportation networks by reviewing and
recommending pedestrian and bicycle facilities throughout Edina cooperatively with the
Three Rivers Park District and Hennepin County.
1.5. Support recommendations of the Pedestrian and Bicycle Master Plan for implementation.
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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 and emphasize methods to reduce greenhouse gas emissions.
3.1. Strive for transportation infrastructure designs that have a neutral to positive impact on the
natural environment.
3.2. Effectively balance access from and mobility on Edina’s roadways, prioritizing safe and
efficient movement between the city’s primary nodes, parks, schools and community
facilities.
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.
4.1. Take a comprehensive approach to reducing single-occupant vehicle trips by involving those
who live, work and shop.
5. Promote a travel demand management (TDM) program through a coordinated program of
regulations, marketing, and provision of alternative workplace and travel options.
5.1. Partner with Commuter Services 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.
5.2. Review and recommend policies necessitating a TDM Plan and/or a transit component with
all types of development and redevelopment. 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.
5.3. Review all major new developments in light of the potential for ridesharing including bus
accessibility, preferential parking for carpools/vanpools, and mixed-use development.
5.4. Support preferential treatments for transit and high occupancy vehicles on streets and
highways.
5.5. Include transit planning in the construction or upgrading of streets and highways.
6. Encourage and support attractive and reliable high-performance transit service and connections.
6.1. Increase transit options for Edina residents, focusing on connecting the underserved western
segment of Edina with the eastern segment.
6.2. Provide transit service to connect nodes and commercial hubs.
7. Develop and manage parking provision to encourage joint and shared use of facilities, ride-sharing
(car pools and van pools), and bicycle parking.
7.1. Encourage and develop preferred locations in surface and structured parking for electric
vehicles (personal and shared) and car pool/van pool vehicles.
7.2. Provide or require covered and secure bicycle parking (including e-bicycles) in all parking
structures.
7.3. Continuously evaluate the need for, and design of, parking facilities (e.g. effects of
autonomous vehicles and future conversion of parking structures to inhabited buildings) and
revise regulations as necessary.
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8. Invest in infrastructure to support the continued growth in low- to zero-emission technology and
support regional and statewide efforts to educate and adopt electric vehicles.
8.1. Continue to install chargers at City facilities where use can benefit residents, City fleet, and
partners.
8.2. Ensure that the methodology to determine electric vehicle charging locations considers both
public and private facilities with an inclusive and equitable lens.
8.3. Provide residents and businesses the opportunity to learn the benefits of zero emission
vehicles through outreach, education and events.
8.4. Advocate for electric vehicle charging programs and incentives with the state, utilities, and
car manufacturers.
9. 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.
9.1. Through the use of technology, minimize congestion on neighborhood streets and ensure
the safety while balancing delivery service requirements.
9.2. Serve major truck users and intermodal facilities with good minor arterial access to the
metropolitan highway system.
9.3. Investigate and implement solutions to minimize the impact of delivery of goods by drone in
residential areas.
10. Engage, seek input from and educate all segments of the community regarding transportation-related
issues and projects impacting the City.
10.1. Develop and implement methodology for consistent education of motorist, pedestrian and
cyclist safety as indicated in the Pedestrian and Bicycle Master Plan.
10.2. Seek inclusive, equitable and meaningful public participation throughout the community in
all transportation studies and projects conducted by the City.
11. Identify new and continuing sources for transportation infrastructure funding by seeking to partner
where feasible with federal, state, county and adjacent community sources.
11.1. Pursue and support regional or multi-community funding sources for improvements that
provide regional or multi-community benefit.
11.2. Support research efforts into more efficient and cost-effective management, maintenance
and replacement of street surfaces.
11.3. Support governmental jurisdiction over roadways that reflect the role of the roadway in the
overall transportation system.
11.4. Encourage the legislature to continue a dedicated source for funding for efficient mass
transit.
11.5. Encourage the legislature to provide stable, long-term roadway funding for capital,
operating/traffic management, and maintenance.
11.6. Develop and support legislation permitting a transportation utility.
12. Design roadway facilities according to their intended service function and neighborhood context.
12.1. Upgrade existing roadways when warranted by demonstrated volume, safety or functional
needs, taking into consideration environmental limitations.
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12.2. 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, local connectors and, in some cases, collector streets.
12.3. 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.
12.4. 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.
12.5. Encourage beautification of local roadways, where appropriate, with amenities such as
boulevard trees, decorative street lighting, and monuments.
12.6. Monitor and address transportation requirements associated with demographic trends,
such as an aging population.
13. Provide and maintain adequate access to and from, and safety on, local and regional roadways.
13.1. Provide logical street networks to connect residential areas to the regional highway system
and local activity centers.
13.2. Adequately control access points to the regional roadway system (including minor arterials)
in terms of driveway openings and side street intersections.
13.3. Provide access to the local street system (including collector, local connector 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.
13.4. 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.
13.5. Review and update regional and local functional street classification and coordinate with
adjacent cities and Hennepin County. Review and recommend traffic calming policies and
consider traffic calming implementation where requested by residents using the Living
Streets Plan as the primary guide.
13.6. Review and monitor citywide traffic volumes, congestion, existing traffic calming devices
and measures, accident history, vehicle violation history, speed limits and enforcement.
13.7. Educate public on vehicle operations including public relations campaigns that focus on
individual responsibilities to each other rather than individual rights only.
13.8. 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.
13.9. Evaluate and implement measures required for school safety.
14. Manage, maintain and operate roadways to maximize wherever possible the safety and mobility of all
users and all modes.
14.1. Cooperate with other agencies having jurisdiction over streets and highways in Edina to
assure implementation of Living Streets elements, good roadway conditions and operating
efficiency.
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14.2. Continue the implementation of the I-494 frontage road system through ongoing
coordination with MnDOT, Hennepin County, and the cities of Richfield and Bloomington.
14.3. Maintain roads by repairing weather-related and other damage. Continue current on-going
pavement improvement plan.
14.4. Use economic and environmentally sound management techniques for snow and ice
removal.
14.5. Replace substandard bridges and bridges that present safety or traffic problems.
14.6. Track developments regarding the most current transportation systems and technologies,
evaluate and implement as warranted.
14.7. Support state legislation to decrease statutory urban speed limits from 30 to 25 miles per
hour.
Transportation Objectives
Previous sections of this chapter have examined existing conditions, as well as future issues, needs, and
recommendations. This section discusses the City’s transportation objectives.
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.
Roadways
• 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.
• Gateway redevelopment project area –with a 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, MnDOT, and
Hennepin County to discuss and advance this concept (identified on Figure 5.22) as appropriate.
• 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)
• Review and potentially implement the option of increasing TDM requirements for developers.
Transit
• Continue efforts to establish a park-and-ride facility at TH 100/50th Street.
• Continue to evaluate the feasibility of circulator service focusing on the western portion of the
City, and evaluate the existing CloverRide shuttle service in the Greater Southdale area.
Bicycling and Walking
• Use the Pedestrian and Bicycle Master Plan to identify ongoing bicycle projects for feasibility
review and implementation as warranted.
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• Working in conjunction with roadway or other infrastructure improvement projects, construct
sidewalks on an on-going basis consistent with the Pedestrian and Bicycle Master Plan.
Funding
Funding for transportation improvements and programs can be obtained from a variety of sources, as
summarized below:
• General Ad Valorem (Property) Taxes – Transportation projects can be funded with the general
pool of municipal revenues raised through property taxes.
• State Aid – Cities with populations of greater than 5,000 are eligible for funding assistance from
the Highway User Tax Distribution Fund (funded with the state gas tax and vehicle taxes, as well
as federal transportation funds through MnDOT). These funds are allocated to a network of
Municipal State Aid (MSA) streets. Currently, the City of Edina receives an apportionment per
year for improvements to its MSA streets, which are typically collector roadways higher in
functional classification.
• Federal Transportation Funds – The guidelines for direct federal funding for transportation
projects are established under the Fixing America’s Surface Transportation (FAST) Act. These
funds are allocated by the Metropolitan Council which serves as the Metropolitan Planning
Organization for the Twin Cities metropolitan area. Roadway, transit, non-motorized, and other
transportation-related projects are selected on a competitive basis based on evaluation,
prioritization, and recommendation by the Metropolitan Council’s Transportation Advisory
Board (TAB). The process of solicitation for project proposals and resulting allocation of federal
funding to selected projects occurs every two years. The next round of solicitation for proposals
will take place in 2019.
• Cooperative Agreements with MnDOT and/or Hennepin County – Different levels of
government can cooperate on planning, implementing, and financing transportation projects
which provide benefits to all the concerned agencies. The financial terms and obligations are
generally established at the front end of the projects.
• Tax Increment Financing (TIF) – This is a method of funding improvements that are needed
immediately by using the additional tax revenue anticipated to be generated because of the given
project’s benefits in future years. The difference between current tax revenues from the targeted
district and the increased future tax revenues resulting from the improvements is dedicated to
retiring the municipal bonds used to finance the initial improvement(s).
• Developer Contributions/Impact Fees – Under this approach, the impact of the additional traffic
from a proposed development on the local roadway system is projected, using standard traffic
engineering procedures. Costs associated with improving the roadway system to handle the
additional traffic at an acceptable level of service are assessed to the developer. This approach
generally involves some level of negotiation between the local government and the developer to
work out a cost-sharing agreement that allows the development to move forward.
• Assessments – Properties that benefit from a roadway scheduled for improvement may be
assessed for the cost of construction. In order to assess the owner, it must be demonstrated that
the value of their property will increase by at least the amount of the assessment.
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• Utility Franchise Fees – The City’s Pedestrian and Cyclist Safety (PACS) Fund is one example of
using franchise fees for public improvements. The PACS Fund is generated from franchise fees on
customers of electric and gas utilities in Edina are dedicated to the construction and maintenance
of non-motorized infrastructure.
In addition to these methods, the City should always consider negotiating with business and medical centers to
help fund transportation improvement projects, large or small, which would have direct benefits to those
centers.
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.
Capital Improvement Program
The City has a Capital Improvement Program that is used to guide transportation investments within the
community. The process includes analyzing projects that contribute to the maintenance and improvement of the
transportation network based on the policies set forth in the Comprehensive Plan. As mentioned, the
prioritization of projects takes place in the City’s Capital Improvement Program and is determined by the City
Council with guidance from the Living Streets Vision, Principles, and Implementation elements.
The City Council updates the Capital Improvement Program biannually to reflect the changing needs of our
transportation network.
Transportation Commission Work Plan Initiatives
2013-2023
Year Initiative Description Partners
1 Review existing crossing policy and recommend changes with consideration for local amenities such as parks and schools.
2 Develop a priority list of high-traffic corridors and ideas for bike friendly improvements.
3
Review the safety, accessibility, and amenities along the existing France Avenue Transit Corridor for pedestrians, bicylists and transit riders
between Minnesota Drive and Highway 62 (Southdale District). Investigation will include site visits and review of similar case studies that
promote non-automobile transportation modes along similar scale roadways and will include input from key stakeholders. Inquiry is in
response to the Climate Action PLan and new parking ordinances.
4 Review options for replacement and new boulevard tree planting programs.5 Appoint Commissioner to serve on the Cahill small area plan working group.
6 Consideration for future parking in Edina to identify parking initiatives to pursue in the next 10-15 years, in what order and what
Commissions/resources should be assigned to each.PC, EEC
1 Research, develop and recommend a citywide boulevard tree policy that addresses planting, protection, maintenance, removal and funding EEC
2 Develop a public transit checklist to review on proposed development projects.PC
3 Review and recommend changes to the Pedestrian and Cyclist Safety Fund policy.
4 Study the Pedestrian and Bicycle Master Plan and report on potential Safe Routes to School demonstration projects.
5 Study and report on other agencies' process for completing traffic safety studies related to development/redevelopment projects.
6 Review the Pedestrian and Bicycle Master Plan and recommend changes to proposed facilities to improve connectivity to public transit.
1 Investiage the impacts of organized trash collection while considering the travel demand management objectives, environmental goals and
reducing wear-and-tear on City streets.EEC
2 Continue representation on 2020 Street Funding Task Force until task force is complete.
3 Review and comment on the CloverRide circulator bus service contract operations and marketing throughout the year as it is brought to
them from the CloverRide advisory committee.
4 Review and comment on monthly Traffic Safety Reports.
5 Review and comment on roadway reconstruction projects and projects funded by the Pedestrian and Cyclist (PACS) Fund. Commission will
also review and comment on staff's application of the equity criteria.
6 Review and comment on traffic impact studies and Travel Demand Management plans associated with proposed developments.
7 Review the Pedestrian and Bicycle Master Plan and recommend changes to the proposed pedestrian and bicycle networks to improve
connectivity to future Metro Transit LRT and BRT services.
1 Review and evaluate performance of CloverRide circulator services (North and South) and make recommendations to Council for future
service after contracts expire.
2 Review and comment on traffic impact studies associated with propsoed developments.
3 Review and comment on staff's recommendations for Travel Demand Management policy/ordinance.
4 Review and comment on staff's framework for the completion of traffic impact studies conducted for proposed development/redevelopment
projects.
5 Develop and coordinate up to six educational activities to inform the community about transportation safety (which will include an annual
community event).
6 Review and comment on monthly Traffic Safety Reports.
7 Review and comment on proposed Capital Improvement projects, including roadway reconstructions and projects funded by the Pedestrian
and Cyclist Safety (PACS) Fund.
1 Chair/co-chair a cross-commission committee to review Travel Demand Management options and recommend a TDM policy or ordinance for
Council consideration PC
2 Serve on a cross-commission committee to determine if a process is feasible for the Transportation Commission to provide input on
transportation-related issues, including traffic study results associated with development/redevelopment PC
3 Annually, spring through fall, the commission with coordinate an educational campaign to inform community members about pedestrian,
bicycle and motorist safety which will include an annual community event
4 Monitor and evaluate the CloverRide circulator service and make recommendations to Council for future service after twelve-month
agreement expires
5 Review and comment on PACS Fund allocating process with a race and equity lens CHC, HRRC, PARC
6 Serve on a cross-commission committee to complete requirements for Edina to receive the AARP City Designation
7 Serve on a cross-commission committee to develop a draft plan on Edina Grand Rounds, including wayfinding PARC
1 Recommend pilot plan for Edina/Southdale Circulator including pilot routes and evaluation plan for the Edina/Southdale Bus Circulator Pilot
Project
2 Invite neighboring transportation commission to have joint meeting with the Edina Transportation Commission
3 Review and comment on solutions for high school motor vehicle traffic and parking affecting neighborhoods adjacent to Edina High School
4 Assist as requested with the development of the City's new Comprehensive Guide Plan
PL Define and implement equity criteria for PACS Fund projects, and integrate with the City's Race and Equity Task Force efforts
1 If City staff secures funds, support and guide the engagement process for, and potential study of, passengar rail in Edina
2 Assist as requested with the development of the City's new Comprehensive Guide Plan3Review transportation impact analysis process to better implement Living Streets PC
4 Review and comment on transportation projects in the Capital Improvement Plan, mill and overlay/seal coat projects, and monthly traffic
safety reports
5 Review and comment on pedestrian and bicycle master plan
1 Study and report community circulator
2 Organize and host a transportation-themed event with speaker(s)
3 Prepare and comment on Comprehensive Pedestrian and Bicycle Plan for inclusion in 2018 Comprehensive Plan
4 Review Edina To Go app and provide recommendations to staff regarding organzation/sategoes for reporting concerns related to
streets/transportation
5 Review data from City's QLS (2011, 2013, 2015) and conduct 2 public meetings to identify gaps around the City's transportation systems
6 Make recommendations to staff for evaluation of the Living Streets and Streets Smarts outreach campaigns
7 Provide input to staff on the creation of a walking map of the City indicating routes and areas of interest
1 Review and recommend modifications to roadway reconstruction project survey content and methodology
2 Review and recommend modifications to Traffic Safety Request process3Greater Southdale Area Transportation and Circulator Study implementation
4 Study access to and from Southwest LRT stations in St. Louis Park, Hopkins, Minnetonka and Eden Prairie
1 Living Streets Plan
2 Meet with Police Department and Public Works annually to discuss shared interests such as traffic education and enforcement, street
maintenance as it affects cyclists and pedestrians, etc.
3 Valley View Rd between Gleason Rd and Antrim Rd - work with school district and Active Routes to School working group to address traffic
issues
4 Educational safety campaign
1 Living Streets Policy implementation
2 Review transportation projects in the proposed Capital Improvement Program
3 TLC Bike Boulevard project
PL Grandview Area Transportation Plan implementation
2022
2023
2021
2020
2013
2019
2018
2017
2016
2015
2014