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HomeMy WebLinkAbout2008-04-17 Meeting PacketEdina Transportation Commission Roll-Call Sign-in Sheet April 17, 2008 Last Name First Name Signature Almog Hilah Bonneville Thomas n,_____Aef2ed----- Steve -4---Brown Mooty Paul OW , Plante Warren I1,64,y, Usern Marc C f.t./ //// Wanninger Les / ?7_y White Jean , /,/,4: Workinger Geof AGENDA Regular Meeting of the Edina Transportation Commission 6:00 PM, Thursday, April 17, 2008 Edina City Hall 4801 West 50th Street Council Chambers L Call to Order IL Welcome Thomas Bonneville, New Commission Member III. Chairperson and Vice Chair Voting + IV. Comments a. Chairman Comments b. Public Comments V. Old Business a. W. 70th/Cornelia Area Traffic Study Next Steps VI. No New Business VII. Approval of Minutes a. March 20, 2008 Meeting was Cancelled b. Regular Meeting of February 21, 2008 *+ VIII. Planning Commission Update (Commissioner Brown) IX. Staff Liaison Comments (Sullivan) a. Draft of Transportation Chapter of Comprehensive Plan b. "Pace Car not the Race Car" Campaign c. Status of 25mph language d. Comprehensive Plan Update X. Adjournment * Attachment included + Item requiring action by the ETC # Item for information only During "Public Hearings," the Chair will ask for public comment after City staff members make their presentations. If you wish to speak on the topic, you are welcome to do so as long as your comments are relevant to the discussion. To ensure fairness to all speakers and to allow the efficient conduct of a public hearing, speakers must observe the following guidelines: • Individuals must limit their presentations to three minutes or less. The Chair will modify presentation times, as deemed necessary. • Try not to repeat remarks or points of view made by prior speakers and limit comments to the matter under consideration. • In order to maintain a comfortable environment for all those in attendance, the use of signs, clapping, cheering or booing or any other form of verbal or nonverbal communication is not allowed. During "Public Comments," the Chair will ask to hear from those in attendance who would like to speak about something not on the agenda. Individuals must limit their presentations to three minutes or less and cannot speak to an issue for which a public hearing was previously held and closed or a matter scheduled for a future hearing. Individuals should not expect the [Board or Commission] to respond to their comments. Instead, the [Board or Commission] might direct the matter to staff for consideration at a future meeting. The City of Edina wants all residents to be comfortable being part of the public process. If you need assistance in the way of hearing amplification, an interpreter, large-print documents or something else, please call 952-927-8861 72 hours in advance of the meeting. MINUTES OF THE Edina Transportation Commission Thursday, February 21, 2008 Edina City Hall 4801 West 50th Street Council Chambers MEMBERS PRESENT: Les Wanninger, Jean White, Marc Usem, Paul Mooty, Warren Plante MEMBERS ABSENT: Hilah Almog, Steve Brown, Geof Workinger STAFF PRESENT: Wayne Houle, Jack Sullivan, Sharon Allison I. Call to Order The meeting was called to order by out-going chair Wanninger. The agenda was modified to include item IV. f. West 70th/Cornelia Area Traffic Study — How Do We Proceed From Here. II. Chairperson Voting Out-going chair Wanninger said at the last ETC meeting, he was re-elected to another term as chair and Commissioners asked that Council make an exception to their 2-year term limit for chairs. Commissioner Wanninger said he consulted with the Mayor and Council and they were not willing to make an exception; therefore, a new chair would need to be elected. Commissioner Workinger was elected by Commissioner Plante and the nomination was seconded by Commissioner Usem. There being no other nominations, Commissioner Usem moved to close the nomination and the motion was seconded by Commissioner White. Motion carried. All voted aye. Commissioner Wanninger asked that someone else chair the remainder of the meeting in Commissioner Workinger's absence. Commissioner Usem was nominated as interim chair. Ill. Comments a. Chairman Comments Prior to turning over leadership, Commissioner Wanninger noted that Commissioner Thorpe resigned from the ETC after January's meeting. He expressed gratitude for the terrific job she has done. Commissioner Thorpe was one of the original members. b. Public Comments David Pearson, 4513 Browndale Avenue Mr. Pearson said he is the spokesperson for some residents in the Country Club Neighborhood that is conducting a survey to gauge the attitude of residents on the traffic calming measures that was approved for installation. He said after the most recent Council meeting, residents discovered that others have been unaware of the planned measures. He said the perception is that the neighborhood wants these measures. He said they are surveying the residents and asked that the ETC evaluate the surveys. He said there appear to be mixed feelings on traffic issues, but everyone is firm on not wanting the approved traffic measures. Kyle Simmons, 5038 Bruce Place Mr. Simmons said based on survey responses, it is not conclusive if speeding, safety and cut- thru traffic are a problem. He said of 140 respondents, 20-30% feel the current plan is the best solution; 65% feel increased law enforcement would help; and 55% feel law enforcement is best for reducing speeding. IV. Old Business a. Opus Development — Existing Public Works Facility, 5146 Eden Avenue Assistant City Engineer Sullivan said the site redevelopment plan that was first presented at the January 17 meeting was larger with 751 parking stalls and a potential park and ride. The site has since been scaled down to 575 parking stalls and no park and ride. The proposed redevelopment is a medical facility and a parking ramp. The site would be accessible from Eden Avenue and access to the parking ramp would be from Arcadia Avenue. Initial concerns included the 4-way stop sign at Eden and Arcadia Avenues, as well as the Interlachen Blvd and Vernon Avenue intersection. In reference to the park and ride, Mr. Sullivan said the site was identified by Metro Transit as a potential park and ride sometime ago; however, when they were contacted recently, they said they did not have funding at this time. City staff is evaluating other park and ride locations, including space in Jerry's Ramp that is used by City employees and for parking equipment, and 70th and Metro Blvd. Mr. Sullivan said staff recommends approval of the project because the redevelopment will not negatively impact the surrounding transportation system; however, there is indication that the 4-way stop sign at Eden and Arcadia Avenues will need to be reconfigured to a traffic signal in the near future and the development team has agreed to pay a fair share to upgrade this intersection as a condition to the approval. Improvements at the Interlachen Blvd and Vernon Avenue intersection will be done by the City (identified by the NE Edina Traffic Study). Commissioner Wannincier motioned to accept staff's recommendation. Motion was seconded by Commissioner Mootv. Motion carried. All voted aye. b. Edina Gateway — Pentagon Redevelopment Assistant City Engineer Sullivan said staff has been meeting with the development team for the past six months regarding the multi-development site which will include a hotel, office space, condos and senior-assisted living facility. Mr. Sullivan said the site will be developed over a number of years and therefore, traffic impact will be gradual. Together, they've identified intersections that will need to be improved and the next step will be to identify who is responsible for the improvements (City of Edina, City of Bloomington, Mn/DOT, Hennepin County and/or the developer). Mr. Sullivan said these improvements should be done within the next 5-10 years. He said a limited amount of funding is available because some of the improvements are in the Capital Improvement Plan. A detailed traffic analysis will be done in 2011 and again in 2013. The detailed traffic reports from the development team showed that some traffic increases are development-driven, but most of the increased traffic will be due to other planned redevelopments in both Edina and Bloomington. 2 Mr. Jim Nelson, of 7790 Lochmere Terrace, and advisor to the development team said the re- development will be phased in over 7-10 years and the rezoning district is the same as Centennial Lakes, Mixed District 6. Daniel Coyle, civil engineer, of Kimley Horn Associates, said the six phases will be in the following order: hotel, residential units, offices, townhouses, another phase of offices, and finally the senior-assisted living units. JoNette Kuhnau, transportation engineer, of Kimley-Horn and Associates, Inc., said traffic volume forecasting was done for each phase using a 'no-build' and 'build' scenario. The forecasting showed that for some phases improvements are necessary, but overall, the redevelopment would not significantly change the surrounding transportation system. Commissioner Wanninger motioned to accept staff's recommendation to approve the Pentagon Park Redevelopment moving to the next phase, Phase 3, and including in the developer's agreement cost participation guidelines by the developer for roadway improvements necessary to mitigate traffic issues generated by the development. Motion was seconded by Commissioner Mooty. Motion carried. All voted aye. c. Bike Edina Task Force — Bike Comprehensive Plan Assistant City Engineer Sullivan said staff reviewed the Bike Comprehensive Plan and Director Houle's memo is staffs response to the Bike Plan. Mr. Sullivan said staff is recommending that the ETC adopt the same position as staff. He stated further that they are exploring funding options to see if it would be feasible to begin some implementation this summer. Discussion ensued regarding reducing the speed limit to 25 mph. Director Houle said the committee that is looking into this issue is ready to study the matter but the legislators have not granted permission to begin a study. Commissioner Wanninger made a motion to draft a resolution to Rep. Ron Erhardt asking him to draft legislation to direct the Speed Limit Task Force to conduct a state- wide study (non-optional) and that the study is completed in time for the beginning of the next legislative session. The motion seconded by Commissioner Mooty. Motion carried. All voted aye. In reference to Chapter 2.3 General Recommendations, last bulleted item, Commissioner Usem asked that it be re-worded to reflect that traffic calming measures may be designed to accommodate bicyclists. Commissioner Mooty motioned to accept staff's recommendation. The motion was seconded by Commissioner Wanninger to include Commissioner Usem's amendment to Chapter 2.3 General Recommendations, last bulleted item. Motion carried. All voted ave. d. Bikeway Section of Transportation Chapter Assistant City Engineer Sullivan said the Bike Chapter of the Transportation Plan is now complete and staff is recommending that the ETC approve it for inclusion into the overall Comprehensive Plan. 3 Commissioner White motioned to accept staff's recommendation. The motion was seconded by Commissioner Mootv. Motion carried. All voted aye. e. Halifax Avenue Traffic Management Plan Application The first Neighborhood Traffic Management Plan (NTMP) Application was received from residents on Halifax Avenue. Assistant City Engineer Sullivan said a petition was received for a sidewalk on the eastside and one also for the westside. He asked how should staff proceed with the application and was told to proceed as stated in the policy for an NTMP application. Resident Wayne Wagner, 5212 Halifax, said he is in favor of the sidewalks and there is consensus that there is too much traffic. He said while the sidewalks will not solve the problem, the measures in the NTMP application, plus 25 mph, when it is approved will help. He was asked if the residents (signers) know what a speed hump is and he said yes. Resident Todd Craft, 5204 Halifax, said cut-thru traffic and speeding has become an issue within the last few years. He said the developments at 50th and France has created more traffic and what they are asking for is a relatively inexpensive means of reducing speeds and if traffic level can be reduced that would be appreciated also. He said the street has curb and gutter and the speed hump could be installed just short of the curb and gutter to allow room for cyclists. He was asked if the residents are aware that they would be assessed for the improvements and he said yes. Resident Sheila Pierce, 5333 Halifax, said she is dumbfounded no one else has asked to calm traffic. She said they probably do not agree on the sidewalks, but they do on calming traffic. She does not agree with combining the sidewalks with the safety measures (City Engineer Houle had suggested combining them for the feasibility). Resident Chris Deets said he has two young children and would appreciate the ETC looking at this issue. f. West 70th/Cornelia Area Traffic Study Commissioner Wanninger expressed disappointment and concern with Council's willingness to go back and look at the NE Edina Study now that some of the measures are to be implemented. He said at Council's directive, they spent one year on the NE Edina Traffic Study and came up with measures that were unanimously approved by the ETC and Council. He said the W. 70th/Cornelia Traffic Study was modeled after the NE Edina Traffic Study because the process used was successful. However, some residents are upset with the approved measures and some Council members want to go and relook at things. He suggested putting the W. 70th/Cornelia Traffic Study on hold until they are certain what Council expects of them and the proper process to use. He recommended cancelling the February 26th SAC meeting until specific direction and support is received from the Council. Other commissioners expressed the same sentiment. Commissioner Plante made a motion to postpone the February 26 meeting. The motion was seconded by Commissioner Mooty. All voted aye. Motion carried. V. New Business a. Transportation Comprehensive Plan — Implementation Section 4 Assistant City Engineer Sullivan said the Transportation Chapter of the Comprehensive Plan is completed and staff is recommending inclusion of the chapter into the overall Comprehensive Plan. Sullivan said the funding source is similar to that of the 1999 Comp Plan. Commissioner Wanninder made a motion to include the Transportation Chapter in the Comprehensive Plan. The motion was seconded by Commissioner Mooty. All voted aye. Motion carried. VI. Approval of Minutes a. Regular Meeting of January 17, 2008 Commissioner Plante made a motion to approve the minutes of January 17. The motion was seconded by Commissioner Mooty. All voted aye. Motion carried. VII. Planning Commission Update (Commissioner Brown) None. VIII. Staff Liaison Comments (Sullivan) a. West 70th Street/Cornelia Area Open House and Public Hearing Comments Assistant City Engineer Sullivan reported that a mailer was sent out to 1400-plus residents notifying them of the January 23 Open House and January 31 Public Hearing. He said 181 attended the Open House and 151 surveys were returned. The tabulated survey is available on the website. b. West 70th Street/Cornelia Area — Study Advisory Committee Meeting #6, February 26 Assistant City Engineer Sullivan said this meeting was scheduled to craft document to move forward. The meeting is now postponed until further notice. c. March Edina Transportation Commission Meeting The March meeting was consensually cancelled because no pressing business is foreseen. IX. Adjournment There being no further business, the meeting adjourned at 9 p.m. 5 ...for living, learning, raising families & doing business 2008 Comprehensive Plan Edina Comp Plan Update 2008 — Working Draft 02-29-08 Chapter 7: Transportation Note: revisions since 01-25-08 draft highlighted in yellow. Chapter 7: Transportation 7.1 Introduction 7.2 Current Conditions 7.3 Trends and Challenges 7.4 Goals and Policies: Transportation 7.5 Implementation 7.1 INTRODUCTION Background Effective transportation planning is critically important for a community such as Edina. Residents must be provided with transportation facilities and services which meet mobility needs in an efficient 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 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 which the community supports and/or anticipates. Chapter 4 of this Comprehensive Plan identifies existing and planned future land uses. The remainder of this section has been prepared with the goal of supporting the land use vision identified in Chapter 4. In 2003, the City formed the Edina Transportation Commission (ETC). It is made up of citizens appointed by the Mayor with approval from the City Council. It advises the City Council on transportation issues facing the City, including congestion, roadway improvement projects, and non-motorized transportation needs. This transportation chapter was prepared under the guidance of the ETC. Objectives There are three primary objectives of this Transportation chapter: Edina Comp Plan Update 2008 — 7-1 Chapter 7: Transportation (Working Draft 02-29-08) 2008 Comprehensive Plan —•owv- • .1 _ Image from the Metropolitan Design Center Image Bank. 0 Regents of the Unniersity of Minnesota. All rights reserved Used wrth permission. for living, learning, raising families & doing business V.. ,--134P• .)„,••••••••n,1,1 Edina Comp Plan Update 2008 — Working Draft 02-29-08 Chapter 7: Transportation ▪ 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. • To give private citizens and businesses background on transportation issues and allow them to be better informed regarding the City's decision-making on transportation issues. • 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. Please remember to use the credit line above. York Avenue, south of Hazelton Road Edina Comp Plan Update 2008 — 7-2 Chapter 7: Transportation (Working Draft 02-29-08) 0 2008 Comprehensive Plan I ...for living, learning, raising families & doing business Edina Comp Plan Update 2008 — Working Draft 02-29-08 Chapter 7: Transportation Transportation Planning Context Transportation facilities should effectively serve land uses which the City supports and/or anticipates. The remainder of this chapter was prepared with the goal of supporting the land use vision identified and discussed in Chapter 4. This includes the future land use map provided on Figure 4.3. Other aspects of the planning context are studies that the City has performed such as the Northeast Edina Traffic Study and the Edina Promenade Urban Design Plan. A key aspect of transportation planning is effective coordination between different government agencies as transportation authorities. In the case of Edina, this includes the Metropolitan Council, Mn/DOT, Hennepin County, and neighboring communities. As part of the process of preparing this transportation chapter, transportation planning documents prepared by other agencies were reviewed and considered. This included the following: • Metropolitan Council 2030 Transportation Policy Plan • Mn/DOT Statewide Transportation Plan • Hennepin County Transportation System Plan • Transportation plans of adjacent communities Previous Transportation Plan The previous Edina Transportation Plan was prepared in 1999. The work in this Chapter has used that document as a base. The key changes relative to the 1999 document are as follows: • Update of transportation policies • Revised traffic forecasts based on trends over the last 5-10 years and on an updated land use map • Presentation of most current crash data and preliminary evaluation • Update of roadway network planning and improvement needs • Preliminary evaluation of additional transit service (circulator service for western Edina, and shuttle service for Greater Southdale area) • Provision of sidewalk policy and plan • Summary of City of Edina Comprehensive Bicycle Transportation Plan (2007) • Summary of design guidelines for transportation facilities from a community/aesthetic design perspective Edina Comp Plan Update 2008 — 7-3 Chapter 7: Transportation (Working Draft 02-29-08) 'I I j f y, I 2008 Comprehensive Plan I for living, learning, raising families & doing business Edina Comp Plan Update 2008 — Working Draft 02-29-08 Chapter 7: Transportation 7.2 CURRENT CONDITIONS Roadway Network Overview/Existing Traffic Levels The City of Edina within the regional roadway network is depicted on Figure 7.1. It can be seen that Edina is a first-tier suburb within the 1-494 beltway. Important regional roadways which pass through or adjacent to the City are: 1-494, Trunk Highway (TH) 169, TH 100, and TH 62 (Crosstown). Cities which are adjacent to Edina are: Minneapolis, St. Louis Park, Minnetonka, Eden Prairie, Bloomington, and Richfield. Figure 7.2 provides an aerial photograph of Edina roadways and the land uses they support. Figure 7.3 provides current traffic volumes on roadways serving Edina. Functional Classification The functional classification system is the creation of a roadway and street network which collects and distributes traffic from neighborhood streets to collector roadways to arterials and ultimately, the Metropolitan Highway System. Roads are placed into categories based on the degree to which they provide access to adjacent land versus provide higher-speed mobility for "through" traffic. Functional classification is a cornerstone of transportation planning. Within this approach, roads are located and designed and to perform their designated function. The functional classification system used in the City of Edina, as described below and shown in Figure 7.4, conforms to the Metropolitan Council standards. The Edina Comp Plan Update 2008 — 7-4 Chapter 7: Transportation (Working Draft 02-29-08) for living, learning, raising families & doing business I (74;:-•,,.. ..z...- ....,, ,1.0.1,,i. A 2008 Comprehensive Plan /.. Edina Comp Plan Update 2008 — Working Draft 02-29-08 Chapter 7: Transportation Metropolitan Council has published these criteria in the Transportation Development Guide/Policy Plan. This guide separates roadways into five (5) street classifications, including principal arterials, minor arterials, collectors, and local streets. 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. Principal Arterial Roadways. The metropolitan highway system is made up of the principal arterials in the region. Principal arterials include all Interstate freeways. Interstate freeways connect the region with other areas in the state and other states. They also connect the metro centers to regional business concentrations. The emphasis is on mobility as opposed to land access. They connect only with other Interstate freeways, other principal arterials, and select minor arterials and collectors. The principal arterials through or adjacent to Edina are: • 1-494 • TH 100 • TH 169 • TH 62 (Crosstown) Minor Arterials. The emphasis of minor arterials is on mobility as opposed to access in the urban area; only concentrations of commercial or industrial land uses should have direct access to them. The minor arterial should connect to principal arterials, other minor arterials, and collectors. Connection to some local streets is acceptable. The Metropolitan Council has identified "A" minor arterials as streets that are of regional importance because they relieve, expand, or complement the principal arterial system. The "A" minor arterials in the Edina area are summarized in Table 7.1, below. Table 7.1 - "A" Minor Arterial Roadways Roadway From To Type CSAH 17 (France Ave.) Southern City Limit Northern City Limit Reliever Arterial Valley View Rd. TH 62 66th St. Reliever Arterial 66th St. Valley View Rd. Eastern City Limit Reliever Arterial Washington Ave. Valley View Rd. 78th St. Reliever Arterial Valley View Western City Limit Eastern City Limit Reliever Arterial Edina Comp Plan Update 2008 — 7-5 Chapter 7: Transportation (Working Draft 02-29-08) -./ I ...for living, learning, raising families & doing business -,=„1 j: I/ 2008 Comprehensive Plan Edina Comp Plan Update 2008 — Working Draft 02-29-08 Chapter 7: Transportation Rd./78th St./Edina Ind. Blvd./77th St./76th St. CSAH 21 50th St. TH 100 CSAH 17 (France Ave.) Augmenter Arterial All other minor arterials are considered "B" minor arterials, which have the same function as "A" minor arterials, but are not eligible for federal funds. The "B" minor arterial roadways in Edina are identified in Table 7.2, below. Table 7.2 — "B" Minor Arterial Roadways Roadway From To CSAH 158 (Vernon Road/Gleason Road) TH 62 (Crosstown) TH 100 Blake RdlInterlachen Rd. North City Limits Vernon Ave. Gleason Rd TH 62 (Crosstown) Valley View Rd. Valley View Rd./Tracy Ave. Gleason Rd. Olinger Blvd. Valley View Rd./Braemar Blvd./Dewy Hill Rd. TH 169 Cahill Rd. Cahill Rd. 78th St. 70th St. W. 70th St. Cahill Blvd. CSAH 17 (France Ave.) Normandale Rd.Nalley View Rd. Benton Ave. TH 62 (Crosstown) Valley View Rd./69th St. W. 66th St. Eastern City Limit W. 77th Ave./Minnesota Dr. Parklawn Ave. Edinborough Way Edinborough Way W. 76th St. CSAH 31 (Xerxes Ave.) Wooddale Ave. W. 50th St. Valley View Rd. Collector Streets. The collector system provides connection between neighborhoods and from neighborhoods to minor business concentrations. It also provides supplementary interconnections of major traffic generators within the metro centers and regional business concentrations. Mobility and land access are equally important. Direct land access should predominately be to development concentrations. In order to preserve the amenities of neighborhoods while still providing direct access to business areas, these streets are usually spaced at one-half mile intervals in developed areas. Collector roadways in the Edina are summarized in Table 7.3, below. Edina Comp Plan Update 2008 — 7-6 Chapter 7: Transportation (Working Draft 02-29-08) 1 ...for living, learning, raising families & doing business 2008 Comprehensive Plan ' J Edina Comp Plan Update 2008 — Working Draft 02-29-08 Chapter 7: Transportation Table 7.3 Collector Streets Street From To Lincoln Drive TH 169 Maloney Ave. Maloney Avenue Lincoln Drive Blake Road Brookside Ave. Interlachen Blvd. North City Limit 44th St. Brookside Ave. East City Limit Normandale Rd. Benton Ave. Eden Ave. Eden Avenue Vernon Ave. 50th St. 49 112th St./51st St. France Ave France Ave. 54th St. Wooddale France Ave. Southview Lane/Concord Ave/58th St. TH 100 France Ave. 60th St. France Ave. Xerxes Ave. Wilson Rd./Normandale Rd. Eden Ave. Benton Ave. Benton Ave. Tracy Ave. TH 100 Tracy Ave. Vernon Ave. Olinger Blvd. Olinger Blvd. Vernon Ave. Tracy Ave. McCauley Trail Gleason Rd. Valley View Rd. Gleason Rd. Valley View Rd. W. 78th st Valley View Road Braemar Blvd Gleason Ave. Valley Lane Valley View Rd 66th St. 66th St. Valley Lane Valley View Rd. Antrim Rd. Valley View Rd. 70th st 70th St. Antrim Rd. Cahill Rd. 70th St. France Ave. York Ave. Hazelton Rd. CSAH 17 (France Ave.) CSAH 31 (York Ave.) Parklawn Ave. CSAH 17 (France Ave.) CSAH 31 (York Ave.) Concord Ave. Valley View Road Southview Lane CSAH 31 (York/Xerxes Ave.) Northern City Limit Southern City Limit Metro Boulevard Edina Industrial Boulevard 70th Street 62nd Street France Ave. Valley View Rd. Washington Ave. Valley View Rd. 78th st. Edina Comp Plan Update 2008 — 7-7 Chapter. 7: Transportation (Working Draft 02-29-08) tf f.1 (11-__ ...for living, learning, raising families & doing business ! 2008 Comprehensive Plan Edina Comp Plan Update 2008 — Working Draft 02-29-08 Chapter 7: Transportation Local Streets provide the most access and the least mobility within the overall functional classification system. They allow access to individual homes, shops, and similar traffic destinations. Through traffic should be discouraged by using appropriate geometric designs and traffic control devices. Local streets in the City are depicted on Figure 7.4. Jurisdictional Classification Roadways are classified on the basis of which level of government owns and has jurisdiction over the given facility. The three levels of government that have involvement are the State of Minnesota (Mn/DOT), Hennepin County, and the City of Edina. Mn/DOT owns/maintains the Trunk Highway (TH) system, Hennepin County the County State Aid Highway (CSAH) and County Road (CR) system. The City owns/maintains the local streets, including Municipal State Aid (MSA) streets. Figure 7.5 provides a graphic depicting the jurisdictional classification of the overall roadway network serving Edina and its residents, businesses, and institutions. Municipal State Aid Streets 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 collector and arterial roadways which have consistent design standards and which are well integrated into the overall network of collector and arterial roadways. The State Aid office of Mn/DOT 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, Mn/DOT does not allow cities to restrict truck traffic on MSA streets. Edina's current (2007) MSA network is identified on Figure 7.6. 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 Mn/DOT State Aid review and approval. Edina Comp Plan Update 2008 — 7-8 Chapter 7: Transportation (Working Draft 02-29-08) rL ...for living, learning, raising families & doing business J 2008 Comprehensive Plan Edina Comp Plan Update 2008 — Working Draft 02-29-08 Chapter 7: Transportation 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 1-494, 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 heading. Freeway interchange queues — Peak period queuing occurs at most freeway ramps. In particular, the older freeway interchanges with TH 62 at Xerxes Avenue and France Avenue 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. Through traffic on local streets — Various residential areas experience, or perceive that they experience, large amounts of through traffic. These neighborhoods include: Parkwood Knolls, the Tracy AvenueNalley View Road area, and White Oaks/Country Club area. 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. France Avenue from the TH 62 interchange through the Greater Southdale area — The TH 62/France Avenue interchange does not have enough storage capacity for queued vehicles as discussed under a previous heading. The flow of traffic on France Avenue south of TH 62 is compounded by traffic accessing major medical, office, and retail traffic generators along France Avenue. West 70th Street east of TH 100 — This roadway segment, with a freeway interchange at one end, and a major commercial area on the other, experiences traffic levels which cause difficulties for adjacent homeowners. West 77th Street/Edina Industrial Boulevard interchange with TH 100— This interchange experiences congestion related to freeway access and local traffic. Edina Comp Plan Update 2008 — 7-9 Chapter 7: Transportation (Working Draft 02-29-08) ...for living, learning, raising families & doing business , 2008 Comprehensive Plan ''. • Edina Comp Plan Update 2008 — Working Draft 02-29-08 Chapter 7: Transportation Safety Analysis Five-year Mn/DOT crash data for the period 2002-2006 was obtained in Geographic Information System (GIS) format. The locations and frequencies of crashes during this timeframe for Edina are depicted on Figure 8.7. Much of this data is consistent with what would be intuitively anticipated: • The highest crash locations are at interchanges involving trunk highways • The overall France Avenue corridor has a relatively high number of crashes, particularly at the TH 62 interchange, and at higher-volume cross streets However, locations of particular interest are those that seem surprisingly high relative to traffic volumes, and therefore may have unique design or other problems which should be corrected. These locations include the following: • TH 100/TH 62 interchange — While the interchanges generally have high accident counts, this one has the most crashes of the interchanges by a significant margin. The majority of these crashes appear to be where the eastbound-to-northbound loop merges onto northbound TH 100. The City should coordinate with Mn/DOT to further investigate this location and potential deficiencies that may be corrected. • Northbound TH 100 at exit ramp to W. 50th Street/Eden Avenue • TH 62/Gleason interchange • France Avenue at W. 58th Street • France Avenue at W. 65th Street • France Avenue at Minnesota Drive • W. 70th Street at Metro Boulevard • Vernon Avenue at Interlachen Boulevard These locations should be monitored and further evaluated as deemed appropriate by City staff. In addition to the locations above, the 50th Street and France intersection is an ongoing location of safety concern which should be monitored. The Mn/DOT data files are such that individual intersections, areas, or corridors can be analyzed in detail. For each given study area, crashes can be Edina Comp Plan Update 2008 — 7-10 Chapter 7: Transportation (Working Draft 02-29-08) _ VI ' 2008 Comprehensive Plan I ...for living, learning, raising families & doing business ,.• Edina Comp Plan Update 2008 — Working Draft 02-29-08 Chapter 7: Transportation sorted/analyzed in terms of severity of accident, type of accident, and other factors. For severity, the categories range from fatality to property (vehicle) damage only. The primary types of accidents include rear-end, head-on, sideswipe, right angle, left turn. Different types of intersection conditions and/or deficiencies will lead to different patterns of crash types. The outcomes for given study areas can be compared to statewide averages for a given type of facility to assess the magnitude of the problem relative to expected conditions for that facility type. Existing Transit Service and Facilities Paratransit Paratransit services are currently provided by Edina Dial-a-Ride Transportation. Door to door service is provided using a wheelchair lift-equipped van on a first come-first serve basis. Hours of operation are Monday through Friday, 9 a.m. to 3 p.m. 24-hour advance notice for scheduling is required. Fees are $3 per one- way ride, and anyone living within Edina is eligible. Scheduled Transit The key transit facility in Edina is the Southdale Transit Center. This is part of the Southdale Shopping Mall. It includes a covered shelter area with route/schedule information. The Southdale Transit Center is one of the busier transit centers in the Twin Cities, with eight transit lines which stop and link at this location. There are also 100 parking spaces at a Metro Transit park and ride lot at this location. Scheduled transit service for Edina residents is currently provided by Metro Transit (a division of the Metropolitan Council) and by Southwest Metro Transit. The existing scheduled service to Edina residents is depicted on Figure 7.8 and summarized on Table 7.4, below. Table 7.4 — Existinci Scheduled Transit Service in Edina Route Number Service Route/Area Service Description 6 Edina (includes Southdale Transit Center), Uptown, downtown Minneapolis, University of Minnesota High frequency local service, all day/evening, all week; 5-15 minute headways 46 Edina (includes 50th/France), south Minneapolis, St Paul Local service all day/evening, all week: Edina Comp Plan Update 2008 — 7-11 Chapter 7: Transportation (Working Draft 02-29-08) ...for living, learning, raising families & doing business 2008 Comprehensive Plan Edina Comp Plan Update 2008 — Working Draft 02-29-08 Chapter 7: Transportation 30-60 minute headways 114 Edina (includes Southdale Transit Center), south Minneapolis, Uptown University of Minnesota Commuter/student service during a.m. and p.m. rush hours, weekdays 146 Edina (Vernon Ave.), southwest Minneapolis, downtown Minneapolis Commuter express (I- 35W) service during a.m. and p.m. rush hours, weekdays 152 Edina (includes Southdale Transit Center), Lake Street, University of Minnesota Commuter/student express (I-35W) service during am. and p.m. rush hours, weekdays 515 Edina (Includes Southdale Transit Center), Richfield, South Minneapolis, Bloomington (includes Mall of America), Veterans Medical Center (alternate route) Local service, all day/evening, all week; 10-30 minute headways 538 (B-E Service) Edina (includes Southdale Transit Center), Bloomington (includes Mall of America) Local service, all day/evening, all week; 30-60 minute headways 539 (B-E Service) Edina (includes Southdale Transit Center), Bloomington (includes Normandale Community College, Mall of America) Local service, all day/evening, all week; 30-60 minute headways 540 Edina, Richfield (includes Best Buy Headquarters), Bloomington (includes Mall of America) Local service, all day/evening, all week; 15-30 minute headways during a.m./p.m. rush hours, otherwise 30-60 minute headways 568 Downtown Minneapolis, south Minneapolis, Edina, Minnetonka (Opportunity Partners) Weekdays only, one a.m. run from Minneapolis to Opportunity Partners; one p.m. run from Opportunity Partners to Minneapolis 578 Edina (includes Southdale Transit Commuter express Edina.Comp Plan Update 2008 — 7-12 Chapter 7: Transportation (Working Draft 02-29-08) _ /(/;,#'A' I 64( 0,0) 14; ...for living, learning, raising families & doing business .•.7gy) 2008 Comprehensive Plan Edina Comp Plan Update 2008 — Working Draft 02-29-08 Chapter 7: Transportation Center), downtown Minneapolis service (TH 62 and I- 35W) during a.m. and p.m. rush hours 587 Edina, downtown Minneapolis Commuter express service (TH 100 and I- 394) during a.m. and p.m. rush hours, weekdays 631 (Southwest Metro Transit) Chanhassen, Eden Prairie, Edina (Southdale Transit Center) Weekday service, morning through evening; approximately 10 runs per day each direction Note: all routes are Metro Transit with the exception of 631, which is Southwest Metro Transit. Routes 538 and 539 comprise what is termed Bloomington-Edina (B-E) Area Transit Service, which is planned and financed by Metro Transit, but is contracted out to private operators. B-E service uses smaller van-type buses rather than full-sized 40-foot buses. Pedestrian Facilities The existing and proposed network of sidewalks and pathways serving the City of Edina is depicted on Figure 7.9. Potential future sidewalk strategies and improvements are further addressed in Section 7.3. Edina Comp Plan Update 2008— 7-13 Chapter 7: Transportation (Working Draft 02-29-08) ( ...for living, learning, raising families & doing business -71 2008 Comprehensive Plan / Edina Comp Plan Update 2008 — Working Draft 02-29-08 Chapter 7: Transportation Bicycle Facilities The existing Bicycle facilities are depicted on Figure 7.10. In 2006, the City initiated the Bike Edina Task Force (BETF), made up of interested citizens and City staff. The City of Edina applied for and received a Blue Cross Blue Shield Physical Activity Promotion grant to prepare a Comprehensive Bike Plan. This Bike Plan has been prepared under the supervision of the BETF. Its primary findings and recommendations are summarized Section 7.3 of this Comprehensive Plan. 73 TR EVA DS AND CHALLENGES Roadway Network Planning Traffic Forecasting To evaluate and plan for future network improvements, it is necessary to project what future traffic levels will be. Consistent with Metropolitan Council guidelines, traffic forecasts were made for the year 2030. These forecasts were made using the Metropolitan Council Regional Model. Edina Comp Plan Update 2008- 7-14 Chapter 7: Transportation (Working Draft 02-29-08) ...for living, learning, raising families & doing business 2008 Comprehensive Plan Edina Comp Plan Update 2008 — Working Draft 02-29-08 Chapter 7: Transportation The foundation of the traffic forecasting model is the use of Transportation Analysis Zones (TAZs). The boundaries of TAZs within the metropolitan area are defined by the Metropolitan Council. The TAZs used in the forecasts for this Transportation Plan are identified on Figure 7.11. Information regarding planned/anticipated future land use is established for individual TAZs. This data includes population, household, and retail/non-retail employment information. The regional model uses the social and job data from each zone, combined with roadway information, regional travel tendencies identified from Travel Behavior Inventory surveys, and other factors, to generate and allocate trips throughout the study area. The regional model is very complex; using it for specific locations or cities requires appropriate application procedures and local adjustments consistent with industry standards for travel demand forecasting. The modeling methodology is further discussed in Appendix T-1. The TAZ inputs used to generate 2030 results were based on the land use information discussed in Chapter 5 of this Comprehensive Plan. The resulting traffic volumes are provided on Figure 7.3. Deficiencies and Improvement Needs General The City of Edina is considered fully developed and therefore it is not expected to see substantial traffic increases over the planning horizon in many locations. However, with the anticipated redevelopment of land use in some locations, combined with regional traffic trends and considerations, there will be some areas of significant traffic growth. Taking into account projected future traffic conditions, together with current issues, the following areas have been identified for recommended improvements and/or monitoring and further evaluation: • Gateway area redevelopment • France Avenue (1-494 to TH 62) • W. 70th Street • East-west connector corridor These areas 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). Edina Comp Plan Update 2008 — 7-15 Chapter 7: Transportation (Working Draft 02-29-08) - I. ...for living, learning, raising families & doing business ).E.J! _HP7 2008 Comprehensive Plan Edina Comp Plan Update 2008 — Working Draft 02-29-08 Chapter 7: Transportation Gateway Redevelopment Area Improvements In 2007 the City prepared an Alternative Urban Areawide Review (AUAR) 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 (see Figure 7.12). The impetus behind this AUAR was a private developer purchasing a series of parcels within the Study Area with the intent to perform redevelopment. The City decided to review the potential for greater redevelopment within the commercial and industrial area along West 77th Street adjacent to these recently acquired parcels. The AUAR reviewed four different scenarios: 1 — Comprehensive Plan (1998), 2 — Master Plan (proposed by developer), 3 — Maximum Commercial, and 4 — Maximum Residential. Each of these scenarios required its own set of roadway improvements to accommodate the development envisioned for the given scenario. These improvements are depicted on Figure 7.12. Perhaps the most notable observation is that Scenario 3 (Maximum Commercial) would require reconstruction of the 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 which will be required for various generalized development outcomes which can be envisioned at this time. The specific improvements which will be required, and the schedule of those improvements, will be dictated by the development projects which 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 1-494 has been identified for further evaluation and potential long-term implementation. This corridor, identified on Figure 7.13 and using W. 78th Street, Viking Drive, W. 77th Street, and W. 76th Street with enhanced continuity, will be further discussed under a separate heading, below. The improvements addressed in the Gateway Area Edina Comp Plan Update 2008— 7-16 Chapter 7: Transportation (Working Draft 02-29-08) ...for living, learning, raising families & doing business t\% 2008 Comprehensive Plan u.) Edina Comp Plan Update 2008 — Working Draft 02-29-08 Chapter 7: Transportation AUAR are considered short to mid-range improvements, with the east-west connector corridor being a long-range concept. France Avenue (TH 62 to 1-494) France Avenue between TH 62 and 1-494 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 into the future as projected on Figure 7.3, congestion on the main portion of this stretch of roadway will become more of a concern. The largest operational problems for this stretch of roadway have to do with France Avenue's connections to TH 62 at the north, and 1-494 at the south. TH 62 and central areas The primary issue at TH 62 is that there is not enough bridge width to provide storage for vehicles waiting in queues on France Avenue at the interchange. For the France Avenue/TH 62 interchange, the option to make physical improvements is severely limited based on funding availability. To reconstruct the bridge and interchange to allow more vehicle storage and better geometrics would be very costly, and neither Mn/DOT nor Hennepin County (France Avenue is a County roadway) have identified funding for such a project. One 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 do serve to relieve the France Avenue interchange, but efforts can be made to increase this affect. Options which could be further explored include employee training for businesses in the area to promote use the alternate interchanges as much as possible, 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. One option which has been raised is based on making France Avenue one-way in one direction, and Xerxes/York Avenue one-way in the opposite direction. This would improve the combined operational characteristics of the roadways, but access difficulties would likely make it not viable. Edina Comp Plan Update 2008 — 7-17 Chapter 7: Transportation (Working Draft 02-29-08) I ...for living, learning, raising families & doing business FIT-11," 2008 Comprehensive Plan )12.. Edina Comp Plan Update 2008 — Working Draft 02-29-08 Chapter 7: Transportation There currently do not appear to be any physical/infrastructure projects which could readily be implemented and would have clear benefits in terms of re- directing traffic from France Avenue to York/Xerxes Avenue. However, as redevelopment takes place in the Greater Southdale area, the City should promote access and street design to such that Xerxes/York Avenue is a viable access 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 1-494. As will be discussed under a separate heading, the City should investigate an enhanced east-west connector corridor north of 1-494. This would tie into Richfield's 76th /77th Street corridor. A conceptual alignment is provided on Figure 7.13. 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. 1-494 Area The primary operational difficulty on France Avenue at the south end at 1-494 relates to the single southbound right turn lane to accommodate both motorists using the ramp to westbound 1-494 and those using the loop to eastbound 1-494. This causes excessive southbound queuing in the right lane. The proximities of Minnesota Drive and W. 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 1-494 ramp from the traffic turning onto the eastbound loop. The City will work with the County to ensure that this improvement takes place. W. 70th Street The section of W. 70 Street between TH 100 and France Avenue 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 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 residents in the vicinity have difficulties with traffic conditions. The Metropolitan Council has designated this stretch of W. 70th Street as a "B" minor Edina Comp Plan Update 2008 — 7-18 Chapter 7: Transportation (Working Draft 02-29-08) ...for living, learning, raising families & doing business 2008 Comprehensive Plan . , Edina Comp Plan Update 2008 — Working Draft 02-29-08 Chapter 7: Transportation arterial roadway. Arterial roadways generally serve a greater mobility function than access function. The City of Edina has commissioned a W. 70th Street study. This study is currently underway and will make recommendations regarding potential roadway improvements to address operational/safety requirements and citizen concerns. The results of this study are anticipated in Spring/Summer 2008. 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 1-494. Motorists making east-west trips north of the freeway must proceed through a series of roadway segments which are currently not well coordinated or tied into a larger roadway network. Coordinating with adjacent communities, a conceptual corridor has been identified which is depicted on Figure 7.13 (see "Bridge and Continuity Improvement area"). This improvement area would tie into W. 78th Street west of TH 100 at its west end, and would tie into 76th Street at its east end. It would involve a new bridge crossing of TH 100, which would relieve traffic levels on the W.77th Street/Edina Industrial Boulevard bridge over TH 100. The rationale behind this concept is to provide a roadway which would serve a similar function to American Boulevard in Bloomington and the 76th/77th Street corridor in Richfield. It would tie directly into the Richfield corridor. As stated Edina Comp Plan Update 2008— 7-19 Chapter 7: Transportation (Working Draft 02-29-08) ...for living, learning, raising families & doing business 2008 Comprehensive Plan Edina Comp Plan Update 2008 - Working Draft 02-29-08 Chapter 7: Transportation above, it would relieve congestion through the TH 100/W. 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 allow access to France Avenue to be closed at Minnesota Drive. It would likely make this portion of Edina a more attractive location for business and office development because of improved mobility and access. Because this roadway would support and help operations on trunk highways (TH 100 and 1-494), Mn/DOT 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. However, it is recommended that the City continue to explore the concept and discuss it with adjacent communities, Mn/DOT, and Hennepin County. The potential benefits of such a corridor could be quite significant, just as American Boulevard has benefited Bloomington, and the 76thr-th corridor has benefited Richfield. Summary of Key Implementation Considerations and Requirements TH 62/France Avenue Bridge Reconstruction - The congestion at this interchange is excessive and this has been a difficult problem for a number of years. This was identified in the transportation section of the 1999 Edina Comprehensive Plan and discussed under a previous heading in this document. The only way to adequately address the problem is to reconstruct the bridge at this location. This project would cost approximately $15 million. Neither Hennepin County (France Avenue is a County roadway) nor Mn/DOT have identified funding for this project. The implementation actions recommended for this project include the following: ▪ Continue to coordinate with Hennepin County, Mn/DOT, and the City of Minneapolis to communicate the ongoing need for this project and attempt to identify funds. ▪ Apply for grant funding for the project. ▪ Coordinate with commercial and medical entities which are served by the interchange to identify their willingness to participate in the Edina Comp Plan Update 2008 - 7-20 Chapter 7: Transportation (Working Draft 02-29-08) ' ...for living, learning, raising families & doing business 2008 Comprehensive Plan Edina Comp Plan Update 2008 — Working Draft 02-29-08 Chapter 7: Transportation financing of the necessary improvements to help serve their own interests. W. 70th Street — This issue is currently being addressed in detail in a separate study. The recommendations will reflect technical analyses as well as input from the public and from Edina officials. Once these recommendations are advanced (anticipated by Spring or Summer 2008), the City should promptly take steps to implement them, balancing sensitivity to local considerations and perceptions with regional (Metropolitan Council) requirements as well as the City-wide need for an efficient arterial roadway network. 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. East — West Connector Roadway — The City should continue to coordinate with neighboring communities, Hennepin County, and Mn/DOT to advance the planning and evaluation of the general corridor identified on Figure 7.13. 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 Functional Classification The role and importance functional classification as a central transportation planning concept has been discussed in Section 7.2. The existing roadway functional classification map is provided as Figure 7.4. For "B" minor arterials and above, the Metropolitan Council determines functional classification for individual roadways. Local authorities may request changes (either from arterial to collector or from collector to arterial), but must provide sound justification for the request, and the Metropolitan Council makes the final determination. For collector roadways, the jurisdiction which owns and operates the facility has the authority to define functional classification status. The City of Edina desires three changes in functional classification, which are depicted on Figure 7.4 and discussed below. They all are proposed reclassifications to arterial functional status. Edina Comp Plan Update 2008 — 7-21 Chapter 7: Transportation (Working Draft 02-29-08) 1 ...for living, learning, raising families & doing business . 1/. 2008 Comprehensive Plan Edina Comp Plan Update 2008 — Working Draft 02-29-08 Chapter 7: Transportation Washington Avenue south of Valley View Road — This reclassification is justified by the fact that the roadway serves to relieve traffic levels on a principal arterial, TH 169. West Bush Lake Road South of W. 78th Street — This roadway relieves an interchange between two principal arterials, TH 169 and 1-494, thus justifying consideration of a reclassification. Although West Bush Lake Road is within Bloomington, it, and other proposed designations for roads in Bloomington north of 1-494, affects the ability of the Edina roadway system to perform effectively. The City of Edina will continue to coordinate with the City of Bloomington and the Metropolitan Council on this issue. Xerxes/York Avenue between American Boulevard (Bloomington) and TH 62 — While it is currently classified as a collector roadway, this is a Hennepin County roadway (County State Aid Highway 31), which carries over 20,000 vehicles per day. It links an "A" minor arterial at the south (American Boulevard) with a principal arterial to the north (TH 62). It serves to relieve traffic levels on France Avenue (County State Aid Highway 17), and the City hopes to increase this role for York/Xerxes in the future. The City will coordinate with Hennepin County and the Metropolitan Council to evaluate and potentially implement a reclassification of this roadway segment to arterial status. Roadway Jurisdictional Issues In general, it is good policy that Hennepin County and Mn/DOT assume responsibility for and jurisdiction over the arterial network, and cities assume responsibility for the collector and local street systems. This is, to a large extent, the situation in Edina. The existing roadway jurisdictional classification system is depicted on Figure 7.5. At present, there are no roadways in the City under State (Mn/DOT) jurisdiction that are being considered for turnback to Hennepin County. However, Hennepin County, in its Transportation System Plan, identifies three roadway segments that are candidates for turnback to the City of Edina: Edina Comp Plan Update 2008 — 7-22 Chapter 7: Transportation (Working Draft 02-29-08) Li r— ,t— I ...for living, learning, raising families & doing business -5, .1 -I/ 2008 Comprehensive Plan ) Edina Comp Plan Update 2008 — Working Draft 02-29-08 Chapter 7: Transportation • CSAH 20 (Blake Road/Interlachen Boulevard) from north City limit to Vernon Avenue • CSAH 31 (Vernon Avenue) from 50th Avenue to south City limit (see Figure 7.14) • CSAH 158 (York Avenue) from TH 62 to 1-494 (see Figure 7.14) At the time of the 1999 Transportation Plan, the City of Edina felt that the turnback of CSAH 20 was logical given roadway use and access characteristics, and the transfer has in fact taken place. Regarding the other 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, an "A" minor arterial on the regional system, serves an inter-community function, and is therefore appropriate for Hennepin County jurisdiction. It carries a substantial percentage traffic not originating or terminating in Edina. In the event the City is ultimately required to accept one or both of the transfers identified above, it should ensure that the roads are brought up to the appropriate design and maintenance standards 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. Mn/DOT and County roadways serving Edina are identified on Figure 7.5. For Mn/DOT roadways, Mn/DOT's access management guidelines apply. These Edina Comp Plan Update 2008— 7-23 Chapter 7: Transportation (Working Draft 02-29-08) 011, • ...for living, learning, raising families & doing business - 2008 Comprehensive Plan J. )1 Edina Comp Plan Update 2008 — Working Draft 02-29-08 Chapter 7: Transportation guidelines are included in Appendix T-2. 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-2. 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 Transportation Demand Management The primary emphasis of Transportation Demand Management (TDM) is to reduce the number of vehicular trips on congested roadways during peak travel times. Since the many or most these trips are commuter (work) trips, TDM strategies primarily involve the workplace context 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 Edina Comp Plan Update 2008 — 7-24 Chapter 7: Transportation (Working Draft 02-29-08) 'le p in ...for living, learning, raising families & doing business kc. Fr it- 2008 Comprehensive Plan Ji Edina Comp Plan Update 2008 — Working Draft 02-29-08 Chapter 7: Transportation times. Regarding non-motorized commuting, the provision of shower and changing facilities is often helpful to promote bicycle commuting. There are 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. The City of Minneapolis actively uses this approach, for example. Cities can also form or coordinate the formation of Transportation Management Organizations (TM0s). 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 Transportation 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 Edina Comp Plan Update 2008 — 7-25 Chapter 7: Transportation (Working Draft 02-29-08) o- - .. 4. v ir) o I ...for living, learning, raising families & doing business V; sy/ 2008 Comprehensive Plan .. Edina Comp Plan Update 2008 — Working Draft 02-29-08 Chapter 7: Transportation 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 adding "teeth" to TDM requirements for developers, perhaps using the Minneapolis program as a guide. Community/Aesthetic Design for Transportation Facilities Community design goals and treatments were discussed in detail in Chapter 4 of this Comprehensive 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 which the City has jurisdiction over (the municipal right-of-way area), and because they are obviously very visible to many travelers, local and non-local. Chapter 4 established a number of guidelines which included creating a hierarchy of thoroughfares from a character/aesthetic perspective. It is emphasized that such a hierarchy would be distinct from functional classification system discussed in this chapter. While there may be significant overlap, the functional classification network is used to determine functional design parameters such as number/width of lanes and access spacing, as well as more general network planning to promote efficient movement (motorized and non- motorized) throughout the entire City. On the other hand, the community design hierarchy of thoroughfares involves aesthetic or contextual design elements such as landscaping/streetscaping, as well as guidelines that reinforce the need for safe and enjoyable pedestrian and biking activity. As discussed in Chapter 4, the recommended hierarchy of thoroughfares includes the following: • Primary Thoroughfares — Centrally located street that services multiple land use functions. Only France Avenue south of TH 62 is in this category. • Residential Thoroughfares — Important, linking roadways which run through largely residential neighborhoods, including Vernon Avenue, Interlachen Boulevard, and North France Avenue. Edina Comp Plan Update 2008— 7-26 Chapter 7: Transportation (Working Draft 02-29-08) I ...for living, learning, raising families & doing business Edina Comp Plan Update 2008 — Working Draft 02-29-08 Chapter 7: Transportation . Business District Thoroughfares — Serve commercial and office centers. Examples include York Avenue, 66th Street, 77th Street, and Metro Boulevard. The locations of these areas categories are provided on Figure 4.5, and more detailed discussion and guidance is provided in Chapter 4. Another important component of the Community Design Plan 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. Further detail on this topic is provided in Chapter 4 of this Comprehensive Plan. Transit Plan Scheduled 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 7.8. The Southdale Transit Center is one of the busiest transit facilities in the region, and there is generally good commuter service to downtown Minneapolis. However, transit service in western portions of the City Edina Comp Plan Update 2008— 7-27 Chapter 7: Transportation (Working Draft 02-29-08) for living, learning, raising families & doing business 2008 Comprehensive Plan Edina Comp Plan Update 2008 — Working Draft 02-29-08 Chapter 7: Transportation is quite limited. Additionally, the need has been identified to evaluate additional park and ride capacity to improve the usability of commuter service for Edina residents. This will be discussed further under the facilities heading, below. As has been 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 the 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 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 a significant degree by state and regional funding that Metro Transit receives. Edina is somewhat unique in that west of TH 100 it has a relatively suburban feel and character, and east of TH 100 its form and character is more urban. The transit model for more suburban areas is filled in many communities by the Minnesota Valley Transit Authority (MVTA), whereas Metro Transit service is typically more geared for urban settings. It may be advisable for the City to have discussions with MVTA regarding the possibility of enhanced MVTA service in the western portions of the City. Edina Comp Plan Update 2008 — 7-28 Chapter 7: Transportation (Working Draft 02-29-08) I ...for living, learning, raising families & doing business 2008 Comprehensive Plan Edina Comp Plan Update 2008 — Working Draft 02-29-08 Chapter 7: Transportation Facilities Metro Transit has performed an evaluation of a potential park and ride facility at the TH 100/W. 50th Street interchange. This assessment indicated there will be demand for a 200-300 vehicle facility within the next 10-15 years, and would thus be a desirable location. A private developer has proposed redeveloping the site of the current City of Edina Maintenance Facility north of Eden Avenue in the southwest quadrant of the TH 100/50th Street interchange area. The City and the developer have coordinated on this issue, and the redevelopment project appears to be viable from the City's perspective pending on-going negotiations. Metro Transit has had discussions with the developer regarding the provision of additional decked parking for a park-and-ride facility as part of the project (the developer would be compensated for this construction). Metro Transit staff has indicated that this would be a favorable location in terms of bus access and circulation. A park-and-ride facility in this location would be of significant benefit for City residents desiring express service to downtown Minneapolis. This is particularly true given that there currently is only limited transit service in the western portion of the City. The City should continue to coordinate with the private developer and Metro Transit to advance this project. Whatever alternative may be ultimately selected for final development, careful assessment of local traffic and other impacts will be required, including mitigation measures as deemed necessary through analysis and local input. Local Circulator Service As discussed above, there is very limited Metro Transit Service in the western portions of Edina. The City has had discussions with Metro Transit to provide additional service to the western areas, perhaps as circulator service. This would involve smaller vehicles which would seat between 12 and 18 riders. Metro Transit has determined that there is not enough demand in this area for it to viably provide such service, given its funding limitations. Metro Transit staff has 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 desire for local transit service covering the western portion of the City is an issue which was raised during the public involvement process for this Comprehensive Plan Update. The City has decided to evaluate, on a preliminary basis, the option of providing its own circulator service. This would provide Edina Comp Plan Update 2008 — 7-29 Chapter 7: Transportation (Working Draft 02-29-08) j I ...for living, learning, raising families & doing business "5: ;Ed 2008 Comprehensive Plan • Edina Comp Plan Update 2008 — Working Draft 02-29-08 Chapter 7: Transportation 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. Two analytical scenarios have been established to highlight potential operating and cost considerations which would have to be more closely evaluated prior system initiation. These scenarios are summarized on Table 7.5, below. Table 7.5 — Circulator Transit Service Scenarios Operating Parameter Baseline Service Full Service Route See Figure 7.15 See Figure 7.15 Hours of Operations M-F: Between 6 a.m. and 6 p.m. Weekends: Between 8 a.m. and 4 p.m. M-F: Between 6 a.m. and 10 p.m. Weekends: Between 8 a.m. and 4 p.m. Type Vehicles Cutaway Van — ADA Compliant Cutaway Van — ADA Compliant Number Vehicles Three (two operating, one in reserve) Five (four operating, one in reserve) Service Operations One vehicle circulates one direction, the other circulates the other; each van is on a one-hour cycle for the whole route, so the system has one hour directional headways Two vehicles one direction, the other two circulate the other; each van is on a one-hour cycle for the whole route, so the system has 30 minute directional headways The general economics of the service identified in Table 7.6, below. The general economics of the two scenarios are a summarized in the table below. A more detailed discussion of the assumptions and analysis is provided in Appendix T-3. Table 7.6 — Circulator Transit Service Planninci Level Cost Estimates Cost Category Baseline Full Service Capital Cost (vehicles) $150,000 $250,000 Annual Operating Costs Edina Comp Plan Update 2008 — 7-30 Chapter 7: Transportation (Working Draft 02-29-08) _ . - I ...for living, learning, raising families & doing business 2008 Comprehensive Plan Edina Comp Plan Update 2008 — Working Draft 02-29-08 Chapter 7: Transportation - vehicle maintenance, ins. $15,000 $25,000 - fuel $36,800 $95,200 - drivers $176,800 $457,600 - administrative $26,500 $68,600 Total Annual Operating Costs $255,100 $646,400 The primary question which is difficult to answer with this level of analysis is the potential ridership which would be generated. As Metro Transit staff has pointed out, the average income/auto ownership in Edina is high relative to the overall Metro region, which factors against high ridership. There are not many examples of local circulator routes in the Metro Area to draw upon as indicative of potential results which might be achieved in Edina. Local circulator service which is analogous to the analytical example outlined above is currently provided by the City of Shakopee through operations by Scott County (Route 496 E and W). While this service has been in place for approximately four years and is effectively provided, ridership response has been disappointing. Through 2006 and half of 2007, this service has averaged less than 50 riders per day. However, caution is required to draw too much from one city/program example to another. Further evaluation would have to be performed to get a relatively firm estimate regarding ridership associated with the identified circulator transit service. An alternative approach that could be used to provide circulator service to cover the western portion of the City could be termed a hybrid fixed route/flex route service. Under this approach a portion of the coverage would be based on timed fixed route stops and the other portion would be "free roaming" service based on called requests for rides. An example of this approach might include a northern service line (north of TH 100) and a southern service line (south of TH 100). The northern line would originate at the Southdale Transit Center and would proceed north on France Avenue and west on 50th Street using a fixed schedule. Once it got west of TH 100, it would pick up riders wherever they call for service for, say, one half hour west of TH 100. The transit van could provide drop-offs as well as pick-ups west of TH 100 during this "free roaming" time. At a set time, the transit van would proceed back to a location in the proximity of TH 100 on 50th Street and would retrace its route back to the Southdale Transit Center according to its established schedule. The south line would use this same approach, but using 70th Street as its east-west fixed route, and would provide "free roaming" service generally south of TH 62 and west of TH 100. The advantage of this approach Edina Comp Plan Update 2008 — 7-31 Chapter 7: Transportation (Working Draft 02-29-08) .for living, living, learning, raising families & doing business , Edina Comp Plan Update 2008 — Working Draft 02-29-08 Chapter 7: Transportation would be that there would be door-to-door service west of TH 100, where there currently is the most limited coverage. At the same time it would provide efficient connection to key destinations east of TH 100. It would require a management/tracking system such that residents in the "roaming" area could call in advance to identify when and where they would like to be picked up. This would add significantly to the management costs for local transit service. The information and discussion provided above is intended to stimulate preliminary but systematic consideration 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 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 Regarding fare structure, it would have to be understood that the provision of circulator service would not be self-sufficient from a cost perspective. Almost all transit service provided in this country is government-subsidized, in many instances heavily so. Providing this type of service would be a demonstration of the City of Edina's commitment to providing superior service to its residents by providing alternatives to reliance on car usage. Greater Southdale Area Shuttle Service Studies conducted for the City of Edina have performed preliminary assessments of potential shuttle transit service serving the greater Southdale area as part of larger investigations. The most recent of these has been the Edina Promenade Urban Design Plan (URS Corporation). This document identified a concept involving small bus or tram service shuttling passengers from the Southdale hospital complex to the north to Edinborough on the south end. The study recommends use of an alignment partially down the center of the study area, and partially along its east side on York Avenue as depicted on Figure 7.16 Edina Comp Plan Update 2008 — 7-32 Chapter 7: Transportation (Working Draft 02-29-08) te. 2008 Comprehensive Plan Ii ...for living, learning, raising families & doing business J Edina Comp Plan Update 2008 — Working Draft 02-29-08 Chapter 7: Transportation A meeting was held with representatives of Metro Transit in August of 2007 on transit issues pertaining to the City of Edina, including this potential shuttle service. Metro Transit felt that one option which could be explored is the use of an existing Metro Transit line, perhaps 578, to provide service along the general route identified on Figure 7.16. This line has relatively frequent headways and could work adequately in this application. However, there is not sufficient clearance underneath the Galleria for a full-sized transit bus. In addition, the City would desire more distinctive and appropriately sized (smaller) busses to perform this function. It is recommended that the City perform a study, potentially in conjunction with circulator service referenced above, to assess the viability and implementation requirements associated with proposed shuttle service for the Greater Southdale area. Such a study would address the following topics: • Clear definition of what function the service is supposed to provide and who its patrons would be • Review of similar systems elsewhere • Assessment of vehicle types • Service delivery (City operation vs. contractor) • Preferred route alignment (efficient running time vs. comprehensive "front door" service) • Infrastructure improvement requirements • Traffic control requirements • Overall cost considerations • Business coordination issues • Recommendations for pilot project Light Rail Transit Light Rail Transit (LRT) was raised as an issue of interest in the public involvement portion of the Comprehensive Plan preparation process. Therefore, a brief overview of LRT issues as they pertain to the City of Edina is provided below. LRT projects are very capital intensive because they require dedicated rights-of- way with rail and electric power installations, and the cars themselves are expensive. Due to the costs involved, LRT corridors generally need to be on a regional scale to justify the necessary investments. Therefore, the planning and implementation of LRT systems are primarily the responsibility of the Edina Comp Plan Update 2008— 7-33 Chapter 7: Transportation (Working Draft 02-29-08) f.1;11 J ...for living, learning, raising families & doing business 2008 Comprehensive Plan Edina Comp Plan Update 2008 — Working Draft 02-29-08 Chapter 7: Transportation Metropolitan Council and the metro-area counties. Because of their size, the cities of Minneapolis and St. Paul have also been very involved in the planning process for certain corridors. The Metropolitan Council has identified a series of transitway corridors for planning purposes. This network is included as Figure 7.17. The Hiawatha LRT Corridor, connecting downtown Minneapolis, the MSP International Airport, and the Mall of America, has been completed. The Central LRT Corridor, connecting Downtown Minneapolis and Downtown St. Paul has received federal funding and is anticipated to be operational in the next 4-5 years. The transitway corridor which has the most relevance for Edina is the Southwest Corridor. This corridor would connect downtown Minneapolis to Eden Prairie, and LRT has been chosen as the transit technology. The lead agency performing the planning for this project is the Hennepin County Regional Railroad Authority. Various alignment alternatives are still under consideration, but in the vicinity of Edina they follow the railroad right-of-way which is between Highway 7 and Excelsior Boulevard. This corridor passes just north of the northwest corner of Edina. Perhaps of most interest to Edina residents are two park and ride transit stations which are currently identified for the overall line; one at Blake Road just north of Excelsior Boulevard, and the other at Excelsior Boulevard just west of TH 169. The Hennepin County Regional Railroad Authority is currently preparing an Environmental Impact Statement for the project. County information indicates that the earliest the Southwest Corridor LRT line could be operational is 2015. Pending funding and other considerations, it may take longer than this. While not a formal partner in the SW Corridor planning process, the City has been tracking the project closely and will continue to do so, coordinating as needed with Hennepin County and adjacent communities. Bus Rapid Transit (BRT) is another form of express transit service which often is less expensive than LRT. However, the costs are significant because of the need for a dedicated transitway (or, at minimum, substantial transit advantages), and the nature of the service is that these routes are regional in scale. No regional BRT routes in the vicinity of Edina are currently under consideration. Edina Comp Plan Update 2008 — 7-34 Chapter 7: Transportation (Working Draft 02-29-08) , ...for living, learning, raising families & doing business '; .1, 2008 Comprehensive Plan Edina Comp Plan Update 2008 — Working Draft 02-29-08 Chapter 7: Transportation Pedestrian and Bike Facilities Pedestrian Facilities The goal of this section is to build upon the current City practices to create a framework for planning and implementation of future sidewalks. Sidewalks and other pedestrian facilities are an important component of the City's transportation infrastructure. Sidewalks and paths provide safe movement for individuals of all ages, decrease the dependency of motor vehicles, and encourage active lifestyles. An effective municipal sidewalk system provides network continuity such that there is broad geographic coverage for a range of users and uses, without notable gaps. A thorough review of the existing sidewalk and path network has been completed by City Staff. The following criteria categories identified below were used to evaluate existing facilities and help determine appropriate locations for future sidewalks. These categories are generally listed in descending order of priority: • Public school walking zones • Park and activity center walking zones • Retail business walking zones • Public transit facilities • Roads where high vehicle traffic volumes create an impediment to pedestrian movements • Roads defined as Collectors and above • Roads with State-Aid designation • Sidewalks internal to larger sites Citizen- and/or business-petitioned locations will also receive important consideration as they are brought forward for City review. A walking zone of 0.7 miles was used for public and private elementary schools, retail business centers and parks. A one-mile walking zone was used for middle and senior high schools (both public and private). These zones are consistent with the Edina School District guidelines. Sidewalks within the City are divided into the following four categories: Edina Comp Plan Update 2008— 7-35 Chapter 7: Transportation (Working Draft 02-29-08) I ...for living, learning, raising families & doing business 7 2008 Comprehensive Plan Edina Comp Plan Update 2008 — Working Draft 02-29-08 Chapter 7: Transportation State-Aid sidewalks are located adjacent to Municipal State-Aid Streets (MSAS) and are funded from MSAS funds. School Zone sidewalks are identified by the City and Edina School District and are located within the identified school walking zones. Destination Zone sidewalks are typically located along roadways that link existing systems and carry over 750 vehicles per day. Examples of destination nodes are business districts, parks and other community activity areas. Local / Low Volume Street Zone sidewalks are any sidewalks that do not meet any of the above definitions, but have importance from access and system continuity perspectives. Figure 7.9 depicts existing and proposed future sidewalk locations based on information and criteria provided above. The construction of new sidewalks and pathways shall be performed in accordance with current practices as directed by the City of Edina Engineering Department. A boulevard style sidewalk is recommended for new construction wherever feasible to maximize safety conditions for pedestrians. Sidewalks should be designed to minimize impacts to large trees, avoid steep grades, and generally accommodate other site constraints. Geometric limitations may force a sidewalk to be placed along the edge of a roadway. Sidewalks are typically five feet wide; however, a four foot width is acceptable for boulevard style sidewalks when not maintained by the City of Edina. Boulevard widths should be approximately four or five feet wide to allow proper growth of sod. Financing of the proposed sidewalks are separated into four categories: 1. State-Aid Costs cover any proposed sidewalk located adjacent to a State- Aid designated roadway and are paid 100 percent by State-Aid funds. 2. Public School Zone Costs will be split using 25 percent City funds, 25 percent School funds, and 50 percent Special Property Assessments. 3. Destination Zone Costs will be split between 25 percent City funds and 75 percent Special Property Assessments. Edina Comp Plan Update 2008 — 7-36 Chapter 7: Transportation (Working Draft 02-29-08) .(rr---_;ir ;'-vi , I ...for living, learning, raising families & doing business , !I 1/ 71 2008 Comprehensive Plan Edina Comp Plan Update 2008 — Working Draft 02-29-08 Chapter 7: Transportation 4. Local / Low Volume Street Zone Costs will be financed 100 percent through Special Property Assessments. Special property assessment policy should be reviewed for each individual project. The City shall have the discretion to order a project assessed on a per- adjacent lot basis, per local area assessment, or a combination of both. The City should search out additional funding sources, such as grants or partnering with other agencies, for larger projects that have regional significance. One potential important source is the Safe Routes to School Program in which Mn/DOT allocates federal funds to projects of merit selected on a competitive basis. Sidewalks located on State-Aid roads or within the Public School Zones will be maintained by the City of Edina. Typical City maintenance includes snow removal and repair of broken or shifted sidewalks. Sidewalks located on Local/Low Volume Street Zones and Destination Zones shall be maintained by the property owners. Bike Facilities In 2006, the City Council appointed the Bike Edina Task Force (BETF), made up of citizens interested in bicycle issues and planning. The BETF has overseen the preparation of the City of Edina Comprehensive Bicycle Transportation Plan (Edina Bicycle Plan). The Bicycle Plan provides a detailed identification of current conditions and problem areas regarding bicycle facilities within the City. It also provides a vision regarding system-wide improvements for the City's bicycling facilities. It is the goal of the City to improve conditions for bicycling by reducing hazards and by developing and improving Edina's bicycle transportation infrastructure so as to invite Edina residents, workers, and visitors to include bicycling as part of their daily mobility habits. Bicycle improvements will be implemented to support safe, efficient, and inviting travel for children riding to school, adults riding to work, as well as recreational users. It is hoped that enhancing biking activities will remove a significant number of vehicular trips from Edina's roadway system The guiding principles for improving bicycle facilities in Edina are as follows: Edina Comp Plan Update 2008— 7-37 Chapter 7: Transportation (Working Draft 02-29-08) ...for living, learning, raising families & doing business jr-H 2008 Comprehensive Plan Edina Comp Plan Update 2008 — Working Draft 02-29-08 Chapter 7: Transportation • Improve safety conditions for cyclists, pedestrians, and motorists • Provide safe routes for all ages and ability levels • Improve connections to local and regional destinations • Provide a useful and realistic transportation method within the City • Promote bicycling as a base for community health One of the key tools that will be used by the City to improve its overall bicycling system as outlined above is a recommended route network as identified in the Edina Bicycle Plan. This network is provided as Figure 7.10 of this Comprehensive Plan Update. It is divided into primary routes and secondary routes. The City intends to first focus on integrating the primary routes into existing infrastructure before proceeding with the secondary routes. Prior to system improvements being implemented in this manner, they will need to be reviewed by the City's Engineering and Planning Departments to confirm technical feasibility and to refine design elements as warranted. Implementation of bicycle system infrastructure improvements will be a relat vely long-term undertaking that will be broken down into implementation phases or time periods. The planning and implementation of these improvements take into account regional trail systems and associated improvements, as well as moi general infrastructure planning on the part of the City and Hennepin County. Goods Movement No major trucking operations existing within the City. Edina has one rail line, a branch of the Canadian Pacific, which has low utilization. Most goods movement in Edina are associated with the Cahill light industrial/warehouse area which is generally bounded by Cahill Road to the west, West 70th Street to the north, TH 100 to the east, and Edina Industrial Boulevard to the south. Trucks in this area have adequate access to Trunk Highways, primarily via Cahill Road and West 70th Street to TH 100, or via Edina Industrial Boulevard to TH 100 and I -494. These routes do not require trucks to pass through residential neighborhoods. No major improvements to accommodate goods movement are anticipated to be required over the planning horizon. The City will continue to attempt to keep truck traffic out of residential neighborhoods. Edina Comp Plan Update 2008- 7-38 Chapter 7: Transportation (Working Draft 02-29-08) ...for living, learning, raising families & doing business 11 Hi.. 2008 Comprehensive Plan • Edina Comp Plan Update 2008 — Working Draft 02-29-08 Chapter 7: Transportation Aviation There currently are no airports within the City of Edina. The closest airport is the Minneapolis-St. Paul International Airport (MSP), which is approximately three and one half miles east of the City. Edina is not in the influence area of MSP as determined by Metropolitan Council Guidance (Transportation Policy Plan, Appendix H). Any person or organization who intends to sponsor the construction or alteration of a structure affecting navigable airspace as defined in Federal Regulation Title 14, Part 77 needs to inform the Federal Aviation Agency (FAA) of the project. This notification is accomplished through the completion and submittal to FAA 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) There is currently one heliport in the City of Edina. It is located at the Fairview Southdale Hospital. Heliports are regulated through City ordinance. 7.4 GOALS AND POLICIES: TRANSPORTATION The goals and policies provided in this section are based on the policies from the 1999 Edina Transportation Plan, the 2005 Edina Transportation Commission Policy, and current discussions and deliberations by the City. Goals 1. Maintain and enhance mobility for residents and businesses through creation and maintenance of a balanced system of transportation alternatives. 2. Implement a fully multi-modal transportation system that supports the land use vision and future land use plan for managing and shaping future growth. Edina Comp Plan Update 2008— 7-39 Chapter 7: Transportation (Working Draft 02-29-08) Fr . r, ...for living, learning, raising families & doing business 'c;:f, i- A 2008 Comprehensive Plan Edina Comp Plan Update 2008 — Working Draft 02-29-08 Chapter 7: Transportation 3. Minimize the impacts of the transportation system on Edina's environment and neighborhood quality of life. 4. Reduce the overall dependency on and use of single-occupant vehicles by promoting land use patterns that allow for shorter vehicular trips and the use of alternative travel options. 5. Ensure that all members of Edina, including those with transportation disadvantages, have viable travel options. 6. Promote a travel demand management program through a coordinated program of regulations, marketing, and provision of alternative travel options. 7. Provide multiple travel options for transit users, pedestrians, bicyclists, and rideshare users, as well as for drivers of private automobiles. 8. Support attractive and high performance transit service and connections. 9. Manage parking provision to encourage joint and shared use of facilities, ride-sharing (car pools and van pools), bicycle parking, and increased transit use. 10. Provide for efficient movement of good within Edina, while minimizing the impacts of freight traffic on other trips and reducing negative impacts on land uses on freight corridors. Policies Roadway Design 1. Design roadway facilities constructed in conjunction with redevelopment projects according to the intended function. 2. Upgrade existing roadways when warranted by demonstrated volume, safety or functional needs, taking into consideration environmental limitations. Edina Comp Plan Update 2008 — 7-40 Chapter 7: Transportation (Working Draft 02-29-08) ,/ 1., I (61 ...for living, learning, raising families & doing business 2008 Comprehensive Plan Edina Comp Plan Update 2008 — Working Draft 02-29-08 Chapter 7: Transportation 3. Emphasize improvements to management, maintenance and utilization of the existing street and highway system. 4. Design/enhance residential street systems to discourage through traffic and to be compatible with biking and walking. This includes consideration of traffic calming measures on local streets and, in some cases, collector streets. 5. Design/enhance collector and arterial roadway corridors to minimize through traffic on local streets in the functional classification system, and to be compatible with other transportation modes including transit, bicycle and pedestrian. 6. 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. 7. Promote 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. 8. Encourage beautification of local corridors, where appropriate, with amenities such as boulevard trees, decorative street lighting, and monuments. 9. Monitor and address transportation requirements associated with demographic trends, such as an aging population. Roadway Function and Access 1. Provide logical street networks to connect residential areas to the regional highway system and local activity centers. 2. Adequately control access points to the regional roadway system (including minor arterials) in terms of driveway openings and side street intersections. Edina Comp Plan Update 2008 — 7-41 Chapter 7: Transportation (Working Draft 02-29-08) = 2008 Comprehensive Plan ...for living, learning, raising families & doing business Edina Comp Plan Update 2008 — Working Draft 02-29-08 Chapter 7: Transportation 3. Provide access to the local street system (including collector and local streets) in a manner that balances the need to safely and efficiently operate the street system with the need for access to land. 4. Encourage, through roadway design and signage, intra-area trips on minor arterials rather than the principal arterial system, and promote serving regional trips on the metropolitan highway system. 5. Separate, to the extent possible, conflicting uses on the public street system in order to minimize safety problems. Give special attention to pedestrian and bicycle routes. 6. Provide access to redeveloping sites using current functional classification and standards rather than the existing access at the sites. 7. Review and update regional and local functional street classification and coordinate with adjacent cities and Hennepin County. Establish subcategory classifications and criteria for local streets if warranted. Revise local roadway classifications when warranted. 8. Review and monitor citywide traffic volumes, congestion, existing traffic calming devices and measures, accident history, vehicle violation history, speed limits and enforcement. 9. Educate public on vehicle operations including public relations campaigns that focus on individual responsibilities to each other rather than individual rights only. 10. Review and recommend traffic calming policies and consider traffic calming implementation where requested by residents. 11. Implement measures to reduce non-local, cut-through traffic in cooperation with County and State efforts by developing a local traffic calming policy to mitigate the effects of cut-through traffic. Identify the origin and destination of cut-through traffic. 12. When requested by the Edina Transportation Commission and/or the Planning Commission, review land use that may impact traffic Edina Comp Plan Update 2008— 7-42 Chapter 7: Transportation (Working Draft 02-29-08) ...for living, learning, raising families & doing business 2008 Comprehensive Plan Edina Comp Plan Update 2008 — Working Draft 02-29-08 Chapter 7: Transportation implementations. Continue to monitor adjacent community redevelopment and other activity that potentially impacts the City of Edina. 13. Evaluate and implement measures required for school safety. Roadway Maintenance and Operation 1. Cooperate with other agencies having jurisdiction over streets and highways in Edina to assure good roadway conditions and operating efficiency. 2. Continue the implementation of the 1-494 frontage road system and Integrated Corridor Traffic Management system through ongoing coordination with Mn/DOT, Hennepin County, and the cities of Richfield and Bloomington. 3. Maintain roads by repairing weather-related and other damage. Continue current on-going pavement improvement plan 4. Use economic and environmentally sound management techniques for snow and ice removal. 5. Replace substandard bridges and bridges that present safety or traffic problems. 6. Track developments regarding the most current transportation systems and technologies, evaluate and implement as warranted. 7. Support state legislation to decrease statutory urban speed limits from 30 to 25 miles per hour. Transit/Transportation Demand Management (TDM) 1. Participate in the 1-494 Commission to encourage all forms of travel demand management in order to reduce vehicle miles of travel, reduce petroleum consumption, and improve air quality. 2. Review and recommend policies necessitating a Transportation Demand Management Plan and/or a mass transit component with all types of Edina Comp Plan Update 2008 — 7-43 Chapter 7: Transportation (Working Draft 02-29-08) I ...for living, learning, raising families & doing business r.; -, 2008 Comprehensive Plan Edina Comp Plan Update 2008 — Working Draft 02-29-08 Chapter 7: Transportation development. Review and implement substantive requirements associated with these TDM Plans, potentially including TDM escrow accounts, transit passes, preferential parking for car-poolers, and other measures. 3. Find a location for an additional Park and Ride facility to be established in close proximity to major mass transit routes. 4. Review all major new developments in light of the potential for ridesharing including bus accessibility, preferential parking for carpools/vanpools, and mixed-use development. 5. Support High Occupancy Vehicle (HOV) bypasses and other preferential treatments for transit and high occupancy vehicles on streets and highways. 6. Include transit planning in the construction or upgrading of streets and highways. 7. Pursue development of a circulator system within the City. Parking 1. Review new developments for adequacy of parking based upon need, the potential for joint use of parking facilities and opportunities to encourage ridesharing. 2. Continue to limit on-street parking in and near congested commercial areas. 3. Work with appropriate commissions such as Planning and Zoning to review City Code, Section 850.08 Parking and Circulation to identify parking based upon needs. 4. Address specific parking requirements in small area plans for given study areas. Edina Comp Plan Update 2008 — 7-44 Chapter 7: Transportation (Working Draft 02-29-08) ...for living, learning, raising families & doing business 2008 Comprehensive Plan 1--- Edina Comp Plan Update 2008 — Working Draft 02-29-08 Chapter 7: Transportation Pedestrian/Bicycle 1. Provide accessibility to pedestrians and bicycles at major activity centers, including necessary storage facilities. 2. Create pedestrian and bicycle interconnections among major generators, with continuity across major roadways and other barriers. 3. Review and recommend construction of pedestrian and bike paths throughout Edina cooperatively with the Three Rivers Park District and Hennepin County. 4. Promote safe walking, bicycling and driving. Promote vehicle driver respect for bicycles and pedestrians along with bicyclists and pedestrian observance of signs and use of designated paths for travel. 5. Support inclusion of pedestrian and bicycle access planning when upgrading roadways, bridges and redevelopment projects. 6. Provide sidewalks and safe crossing in high pedestrian danger areas, including high-traffic streets, commercial areas, areas with transit access, and in high-density residential locations. 7. Provide appropriate signage along areas of conflict with pedestrians and automobile traffic. 8. Separate pedestrian traffic from bicycle traffic to ensure desired safety conditions. When a bicycle facility is provided, consideration should also be given to providing a corresponding pedestrian way where possible. This could be as a separate facility or through striping. Goods Movement 1. Serve major truck users and intermodal facilities with good minor arterial access to the metropolitan highway system. Edina Comp Plan Update 2008 — 7-45 Chapter 7: Transportation (Working Draft 02-29-08) , ...for living, learning, raising families & doing business r-7F-1)-; 2008 Comprehensive Plan Edina Comp Plan Update 2008 — Working Draft 02-29-08 Chapter 7: Transportation Funding and Jurisdiction 1. Pursue and support regional or multi-community funding sources for improvements that provide regional or multi-community benefit. 2. Support research efforts into more efficient and cost-effective management, maintenance and replacement of street surfaces. 3. Support governmental jurisdiction over roadways that reflect the role of the roadway in the overall transportation system. 4. Encourage the legislature to continue a dedicated source for funding for efficient mass transit. 5. Encourage the legislature to provide stable, long-term roadway funding for capital, operating/traffic management, and maintenance. 6. Develop and support legislation permitting a transportation utility. 7.5 IMPLEMENTATION Previous sections of this chapter have examined existing conditions, as well as future issues, needs, and recommendations. This section summarizes implementation considerations associated with moving forward to accomplish the City's transportation objectives. Transportation Plan Adoption By adopting the overall Comprehensive Plan Update including the Transportation Chapter, the City Council will establish the guidelines by which decisions regarding transportation facilities and programs will be made in Edina. The City should periodically review the assumptions under which the plan was developed, including estimates of future development, changing financial resources, citizen and governmental input, and other factors which may arise, and update the plan as appropriate to these considerations. Edina Comp Plan Update 2008 — 7-46 Chapter 7: Transportation (Working Draft 02-29-08) (t) ...for living, learning, raising families & doing business 2008 Comprehensive Plan Edina Comp Plan Update 2008 — Working Draft 02-29-08 Chapter 7: Transportation Roadway Network • TH 62/France Avenue Bridge reconstruction — continue to encourage this project to be advanced, working with Mn/DOT, Hennepin County, and local organizations including adjacent landowners. Partner with these organizations on securing future funding for the necessary improvements. • France Avenue — work with Hennepin County to ensure the overall operation and safety of this roadway, particularly at its interchanges with TH 62 and 1-494. • W. 70th Street — complete current study and implement its recommendations balancing local considerations with the need to meet regional (Met Council) requirements to provide an effective arterial roadway network. • Gateway redevelopment project area — continue to work with the local developer to define roadway needs and ensure that the developer (s) participates appropriately in the funding of improvements. • East-west connector roadway — continue to coordinate with adjacent communities, Mn/DOT, and Hennepin County to discuss and advance this concept (identified on Figure 7.13) as appropriate. • Functional classification — work with the Metropolitan Council and other agencies as needed to advance reclassification of the following roadways to arterial status: • Xerxes/York Avenue be between American Boulevard (Bloomington) and TH 62 (to "B" Minor Arterial) `P Washington Avenue south of Valley View Road (to "A" Minor Reliever Arterial) p West Bush Lake Road south of 78th Street (to "A" Minor Reliever Arterial - with Bloomington as the lead agency) • Jurisdictional Classification — Hennepin County has identified two roadway segments as potential turnback candidates to go 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: • CSAH 158 (Vernon Avenue) between TH 62 and TH 100 • CSAH 31 (York/Xerxes Avenue) between 1-494 and CSAH 21 (50th Street) Edina Comp Plan Update 2008 — 7-47 Chapter 7: Transportation (Working Draft 02-29-08) „Al IA 4, ...for living, learning, raising families & doing business 2008 Comprehensive Plan Edina Comp Plan Update 2008 — Working Draft 02-29-08 Chapter 7: Transportation 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 shuttle service in the Greater Southdale area. Work with Metro Transit to implement such service if feasible. Transportation Demand Management (TDM) • Review and potentially implement the option of increasing TDM requirements for developers. Non-motorized Transportation • Use the Comprehensive Bike Plan to identify ongoing projects for feasibility review and implementation as warranted. • Working in conjunction with roadway or other infrastructure improvement projects, construct sidewalks on an on-going basis consistent with the future network plan identified on Figure 7.9. Funding Considerations 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 Mn/DOT). 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 generally collector roadways. Federal Transportation Funds — The guidelines for direct federal funding for transportation projects are established under the Safe, Edina Comp Plan Update 2008 — 7-48 Chapter 7: Transportation (Working Draft 02-29-08) . • - "-n1'1A. 41, /4( SA) efl cr. I ...for living, learning, raising families & doing business 2008 Comprehensive Plan Edina Comp Plan Update 2008 — Working Draft 02-29-08 Chapter 7: Transportation Accountable, Flexible, Efficient Transportation Equity Act (SAFETELU). Theses 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 2009. Cooperative Agreements with Mn/DOT 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. Edina Comp Plan Update 2008 — 7-49 Chapter 7: Transportation (Working Draft 02-29-08) 4 3 ...for living, learning, raising families & doing business fiJriJ 2008 Comprehensive Plan ''. Edina Comp Plan Update 2008 — Working Draft 02-29-08 Chapter 7: Transportation 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 within the Transportation Plan. The City Council updates the Capital Improvement Program yearly to reflect the changing needs of our transportation network. Edina Comp Plan Update 2008 — 7-50 Chapter 7: Transportation (Working Draft 02-29-08) 1114 Willi lir- WIMP PROJECT LOCATION COUNTY: HENNEPIN DISTRICT: METRO jamIllOP AIMP•wl • • • , Maple Grove JET mar;r7dicA ,S,,,n<#.74 •••1 I.i.Chanhassen phaska e rep, Minnetonka s Ma , 494 ' :St. Paul • "• Tr9 1,Eagan... 3 Apple Rosemount, St Louis 1: Park Richfield c, i• ewe k_ Bloomin ton, Jordan -At'v 282 Claz. A NORTH 15000 FT 30000 FT City of Mina, Minnesota Comprehensive Plan Regional Roadway Network Figure 7.1 w.1= 1800 FT 3600 FT PRINIgift ; 121. , k' EN 4---**ALTEEE AMIN /1)30111411111iii Egi •.\\. NORTH " 711111111INIU, HAMILTON RO. LT. 0101 fr 6%7.} Eami agj xne 'My of _-(1ina5 Minnesota COfitinFennolve Plan AmiiM Phnthgrnph Figure 7.2 — 011-0>...ii•11110. -. -.77„1—ror, , •mi, ,„...11111 • 111111 i oi es ion IF,7 410,4 104 IMI4i • 1, 4.61.2p1P-**0 * ,c;1 v 1111111111 . 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R , AO odb- -6Puilll 8-8 --- L4-A.° °}2a-giiill 62 m• iii a II © II 1 04(37 700 a. g %, p--... ,v:'%-ft,, --ie -17,i-0 -10.11111,0 t As ig (,1,84ra „,,, .4 300' 2411.1 . . F.161 YAM gm .. Armor Ira II IIIN 1111114/§ c.-.2* -1.1 III ''. tl Alit -..„,. „. 31AMMI 1,8oso al,40 ), El woo) i,o,,, 17.20Q 9,600 BONI C 1 _ 8 00 mop (12,800 ) V "°- (4 c...J. 0,0 I 1::13 1 0,0 11 hill on 1111 1 4'4...,0" 12,5_09A wcyi co .., ,--,, 0,1,„ B 000,. ,,,,.... r:40 ,,„„ T. 1 ® -.:-. firm -411— ma. ,5q- , lk 4~1 ,, istuft2 . Nam _ . 8,900 "r \'% 10 600) - - ..,-_=--- Nradl"-P. -71116111P C° Li 1 II viTer\od 11-f I illffriV,_ /bAk '1-‘4Ch[>--e7 h I / i R ----n .---,-m-- '`I' 1 9' ,, ri LEGEND: x,x)o( - Existing Daily Traffic Volumes (2005 Mn/DOT Data) ()(.XXX) - Projected 2030 Daily Traffic Volumes City of olina,9 Aifinesota Cuifreqd and Projected Traffic Volumes ''''7:-.7,3 COMPV0heitien Phil "PRELIMINARY" Figure 7.3 Date Printed, 10/25/2007' WSE1 Rename, 1<,\01686-03ACod\Plon\lig-7-04.dgn • • rPwrir! 's E • 'Proposed Reclassification r SICIANA • PAW en ali 2nar-"' IA* fAl De. :1 s O . E-- to Arterial • 0 LL I PA 61 I A k, -- cr) -411111bs' C to. t1 CD V. VA, 213611 7 D'rr at 10 Pot A Nag . I 1.0.Orr poel0/5 Af4 • . MAO riitn4 „ :1:5191115— 71. 1* • L AvE. P co rall • ..40,1704 ,10‘ av„zli IR.L.L:LZI .:::17" /0 AIVACI VA. .8Z7 " ▪ 4. v jr„,5 „ALIKuvr;AL LA. LIU 110. DIAN& to c „u 40 411 A 7 LOWMAN.. 11 Owl& en HAIdDi GUN OVIAn Man" WILCO 0 110 r 71 MEE omit e2"" emi• KELLOGG Ayr. SCOTT A A LAGEli N77:4?V'e,,tE, OCT. 0 Q. Cu CD 7. CD euogounj AempeoH ppew mum „8„ • FM • . O M CMA I L N C 1 ER Emus 11 t vL 2 1 V ‘1Q1... e R ft ( A i )L A , 11 .'. 1 .11 1,1C441: 0 I L1AA1 A 2 A 1 0A 1 % 11 a wor.MAI !WC' Lce*k. aim-Tedr_ or limiwkr_422-61 iii lonwirriwrim ZARRIC MI 11 In MIS D. WM 111•1=r1111MI IIMBIEINIIIITIM _xi man= LIMINNEWRill.,-- 0, MEIMMIIMMINIIMMININ• 5 kamal 'ECILIMiLl; rItZalealiiiIIIIMMIIIIMINIFEE117210211MMIII IIIIIMII lialnnl_l_.,1 trIEMEIM=IINIIIMINIII=11 ntillINEENUMIMMINOMIIIEM /111:1211EMMI I p* 711MEnri IMF Arr.. D. CUL MIMI. 0 !MA Acti:001EMEnreamp1M9 MMINEMElmv,291 ,-Alt%Z-n> •4'+6„ ziOr, ) mea t,. PLACEDALE 71:1%Y 0 Wqrlar kl„L'Nv. 0, 01 IN _714 611 Urn t 8I I --711remumn i!i driASI 41101111151 Two. i AA. Proposed Reclassification IN INEn111 '•••111•121 MIEMIZIDIRIMNIEmal mon murmipmieurm to Arterial MI =AGM irnmirm Irr4' nfflegmew77/7-7--- arm; ir=metniummilMnPai Ella DOM. 000 ° P" IMS AvE. F ,d1Alljnagn'; WI: :54 .. iii•*" 1"..1 COL0040 1"11 Or eiktl lig"51.111116111i11113 .7..,:k Ar an L .. A • OA. AA. t Fp .., riarisTIJI7lia 1 ID zolimm".1"EliarmirMIENIIV:\-- zalaRIEMBILERris • , 1,..q . 150. -. L cratIrgy, ,, tl!Nr4t vo° raitik a ., AV AMIN Firfk. '.-1:E "w. •Pv. V.39th 7, 19.. sh% to 1ER "1 1 47 419040.° tans... AL rival!" 0011 J'" NIEErifil t ,.q g 4.111 El EU INIMMELNIN gLA. a. t ST. S. illinifilill 1 ..L 1 A IC. .v4 5 I 4 MI ;., US 0 0 . El tk „.,. ..,,,,,, DITERLACNEN'tt % 4. i• eg .0., . ti . .. Jos....sum LA. -.`, WOW AVE. • v .1 De S11005 ( I i V 0. Ica 0 4, DIA t P I "C:) C2-3 E fej i10 7R. CLOD •04 DATA PAM 114711.1011 RD. AIM ST • LA. ST DA LOODIDERRY DR. 62.1/ACALLED TER. As.uccAuLer SI. ARIPIRICAD PASS 65. DOILY WILLS CII. 66. DODO CO IL ST. DOILY POO CIR. se. etAaroor PASS 00 69.1111.L.A.DAY Ct. 74LED VALLEY RD. II. DEWEY OIL RD. 10 011000 el TS MD ST., Mena, Lake imam 111 MEN TI I1flL._ op tigig Topprommer VD MIME 1101111IV. nalk"1111111 -"1121161111 ANNINEr rattail; -Ammo initthwine vL 0111111111111 SEE pa omull 411111 NUN otters% 31 MP It*iagh ANTIMMIEREE mum Immo II(..12.1.ALIDA Dr,ICOCOVE g 2IS4 = DPR DoCDOEN T7 t R . laD. ISE.SLAW W 76EDDEARDO PL. TIlItLOrLA. Lot. , H "vr IX•aw, DWILEADO V. Stn 5 VA' 45, 76tn LILTOC gr. DAIN Nig 3S.D.63r0 ST. 12011 StAlattC7 LI. SMALLER'S LA. CI " a...Inlet, SCOT DAMAO LAO RD. 2MODOPIALE Cl. 25.LOTAKA LA. 21..toDOPALLE MO. 21..061.P.PC AA. MCCAW. ct. DADDIO (1¢D MAIO,. A 1800 FT 3600 FT 74 71Ih ST. n‘4.1 . . AMA N Nt , st.10. dir 4u4 lc' f., .:1114•L AY ,, • i, 6 CT. W p„, DIP It• 4t a Dv111 WO II 011.1.D,,,A.SS 2 e '44 < ille, 'Llti WALE, RDA Om ST. e V 0. -- (OdIIACIOC N. LOTS ; Ani te el it.iFjr2711174141‘ l i xt., g , t ex;r4 i- ,,,l OLE LII LILt N, .004 . f HOOKY hILL ' TO. MnDOT — Hennepin County City of Edina LEGEND: Cky of .d[an9 11[4ilfmob1 Comprolnafe Flli Pidgibv Jui[flooldion@ll Olassllficgthn Figure 7.5 tg s, LOAM. EI0005100 0 0 1.400011.10% IR. PACIASICO WAY Madoutwook NORTH SLI...D_OL FOX CO. 0. 111011100 SD. 5905 SY. • —401! , • `IPA- C, DLO. Alm RIA0 te Ilene ST., •000 LEGEND: State Aid Streets (2007 Network) ST. uriAdp1 Siveob Figure 7.6 Nty of Edifm, Al[allioRotn, comphonolvo Nan ) 00 WARR. AVE. Mirror Ufa .er•04 W.5.4 k ; 1% et AIM kliiiill 11 '..i.1.71:,11111114 111°"1 jilt' _ III INn '360D f t fil!r__ Willa -11111 BiFIT IV VW r ligulumn .t ,,It Irir St a %.' 1 t Ergirg121 11 M.1111 '711V7K11111 A, 1211. ErgiL21jEgillill :1,1.401 AVF., RIO.. Pl. 10. El i 'i IMENIKEE LuDOPC Si. CASC. t • I 16.002TACK% R. II.POINA Ct. Er AR LIIIIVIIIEUu IS.F.SIT SACK FR V Ha•Kry CALF KR WERNIV-Per 16 RAMP LA. MOW. M. Sa.POC•000 IP. "A 21.SFERACCO PO. g 1"9 t 17. .,A k 131.11rIaler Iral W li 1.48alEcti N IgulLn 8 alA6 1;1111;M: ne. ge, P APPOCal A.L „. SY. C.M.1_,FoIly PI. E 14 100 iii 114:11 „L.). ,1'1-71"- Nogg ii:iamteri 114.iiiiiirmi .4,-=, .0; Lir PARor LLL 1 cl r; 43.0 •f" 0, g, LcoOtDOR ,Ace • St.I.000)'''''07'77 62.10cCAIALA, ItP. Ye:CAMPY CM 011107/1/EAD PASS SO.PS. MOM MILLS CLI. SLIM. VAT W. "Cf 64.PANAN PEW CUL ES. &SWOOP PASS 044 69.MILL-D-1Ay Ct. 70.LEE VALLEY RD. 71.DEREY pia RD. InAltiimed lila! 411111 &MM. Ala :=1.7-AE07.741111111111 24,0010CRE CT. i 211.0.4/0a IA. 2„.211....COLCri.,..,CI. IIMIJOF 4E11 T'LLFOF'''''..FIRREIrt 10AHX£0101 A 31/411111 v. Mtn SI. Plia AFL lligiSIE,,,,, JUIN" 31.03.800i 32.POLF AVE. EBohll "ii.'SY'UO :. M ---g 33.POSERIS R. 30.00FLT LA. 57.11ILLERI La. 311.04004 R. I F. t a I i ,..f., Sr. 11 prz—r—wmc 494 1-11 la) I Os AI. ST. 1,500 3,000 6,000 41 Feet City of Edina, Minnesoth Comprehensive Pho Oraoh Locglo-A gnd Fvoqueacy Figure 7.7 0 • Maloney Ave 0 " Interlachen Blvd afS ce 0 • W 60th St o. 0 0 00 43 SI Louis/RA 0 0 0 2 Wo54th St 0 ° W 58th St S. 30 CO e 00W 62nd St 0 o Benton Ave ° 0 o 0 0 00 ; .68th St o o o° 0 0 ooW 70th St 0 03. a. Dewey 1-11,9 Rd • • Ploprn nglon Number of Crash Events 01 0 5 0 10 O25 .50075 0 100 2002-2006 1 Source. MNDOT GMAT 5: cC CO nr") oc) c34:3 n4,a2 N Le/ (1. Le IR- ISLA C‘, NAMUR RD. 0 - GOIMOS 3ISUBJI 900-19S Pailwil Dote Printed, 10/25/2007 W56 Filename, K,\01666-03\Cad\Plan\fig-7-08.den on. ....4 111.0 ROW- kiltdr4"21 Pi iiigiw ‘ MADISON YE , .1 n .-I- iiitta -i, --,:"Itgl, ..ner,...,..,,. 44, ', II i , . , •____%r..,1.-____6.-- it N.t T. OS I. S DI. '• i ARCTIC W 'Ra I': 1 0 R.g 1 Flt e ,::: 1,,.. i VAR etillimitt *., e--------1 1 1-1 pli n t ..71..., '1r 1....,,.. § „,..... 3R /AV eR.L4 IRDOODIS , Mr IRIA e ii P p i LA. futieitt." CA. • RI. RD. ... 114. 11115rolemill 1 Liot F. .4SSE711114.11 CIR. g 0 g Q F'''' 11..) eiNiartn7"OS A I TM 4.00.00A RD. MS gINIMISIM= RILRGL,..., ROL 0 Nang as... s. TT 1411.7 I. .0 IS ) RD. lik #VER Al VIC. ...,,LL:1ComfARMS: ,........,.:, s,. SI V "Ws 'RC E a- ,,,. a. i R. ii R1s 1 1 ' a. g,- STYR • TRI.} 0R. 11445100 LA. MIRIAM* %IL OM rffneume gil..-M,.. .....Agia._,... •,s,..,0 _: i C) L ' z 04.0,, ,? / . u 1 . SKR•0 .<- - 00 AI ,,, le- ,.. 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EIEEMM REIEM°11nITIEMINIIII NEMIIIIMMIat" immizenoppgigraimuln tr; EZETIIIMEM rEMERNERMI Ark, IMINNEMn6!!!1 I+ 1 7 7 OE MIETCSIMINI =ME ,;,:rumnsr- - I NI Inn! , ork_olummall n,=ffarmsms.w.:42 I sw 4-14 mist."111 ritw jr4° IF" 41 A ROO I _EMU Immo • *AMIN mil srdigunte 1 Pw 114211 slaldmir m hitow 1121! du1111 HIL2111E111111 31111111111111 AM: JAMMU I sign 31111 V 11 11A0111 3600 FT I MM41 I $ k irs rm. 1 10111 it IIIIIII veil II fril i ancerl 40 41: 17:1:1171 I. I: 161 11‘' r 11 Ilii ii IT : lull Mu li n I II I lar- liaffil unnarA li lire-IL Ater kaillk klithemb dralpti RIM VIM Ifuldninna -111111.,Wifinll Mu Jir riiiIIII elrOwdElll Illi •.-Fillmi 1111 Vrii in __ 64lb .... A !Mil MEE Ti 41111 1 rAl 4.1. nyini--,1 1 ALI° 1 "i RO A A MI is I, Num prim itbstimmidik 411 _ ,_ _ Ik4 _____1!, 494 -11_7 6='-.!----.f )“2 •-. 1800 FT • LEGEND: Existing Sidewalk Proposed School / Business Sidewalk Proposed State-Aid Sidewalk Note: Pail c Pathways are Included on Figure 8.10 GI of -Eau, Minnesota Aravenhensive oDan Sidewaia J WHOS "DRAFT" Figure 7.9 . iviimimpiall0 I IftriTil I::: II ri 4.: well p .1.11 1:11: 1-1) , II; I I I I 'I' :1110:1; 41;1 4111 111 NORTH riAll Ikk. il i Iii I II il II tir I- . - - - 11111k 114 . ' M men 360o Fi .- "n-1. - $ 11M00111 - Bia tir i ej filisi BIM ' 1 till libillillffillin - Na) w Al Flotirs, -ID inull11 I, ° 0, - AN di OMEN I n._ 6 ° .al Limil 741111 lilt Mir 11P. il‘tong.-19,1-71.11 -. i • i 169 Kul \-- 'Is -, P Irp. !‘ lailsorol----%1•11-enni_21,1111_ mu 1U lmil1i1m11il1n ii 4 . I,I 1' fil I ' ' • b../....inmem..10b11... 11 '1:;% @ „ lea 1 1 i 'on 1 El Di 41.dil TOBIREMIltli 611 II ..:*, H'_.,45 I IIP , U 58 pi I di nl.. ii, fa 4 IIIIIIIIr 111111111111111,1 II p • we la' 11 1.4 I al.111,11111 tylling "NKr 7411111_ -Fr nrit4cdtatilli I_ _,_ ____ CA ? p to. ISM, r A till1,11 4-1, ltillriff k . l'iv --cfm-oloiln-;-,,,,i _.,...E ., V 1E1 0 Iiii i iWittatiti Ape Am II I ,* i'llikV.--11 gito r II , .‘1111 liti ANN azd 14 rTh , RI 411- -- 31A101 MIMI fr 191111/11011 Immilin. 1 . mile 1141111111 1 um • , A „ (.4 minim 0 6 fnpeate"',1 . ._ ,4t. dbonnewmik, © tawerill_ c'''' 6 Wetal.QC9p „ffim,„ . wr- ik-?----Trung1-7 --------- II T \i-r- imp_ f 1-11 494 .c 11 . . r- --- _ ,::-----3-,---n T9 ,--- mil LEGEND: • - Existing Ba"ng HennePin ' Parr Pathway i Park Pathway County Corridors City of Edina, Minnesota Bicycle Facilities Comprehensive Plan "DRAFT" Figure 7.10 STE ST. • THStr — IS rum sr., n.1 `o, • MinIEV NORTH 1800 FT 3600 FT t1 sr. / I/ Trot ST.S. ti7 ST svcrncop 3St or-- 494 --"( PPM ir • V. Slot ot Stow City of liktlesoia Compleheligve lara, Eau TA7 Network Figure 7.11 IVANEXTT 100 Parklawn Avenue 3 Edina Industrial Boulevard Gateway Development Area West 78th Street Minnesota Drive lc. S 2-3 2 a S S West 78th Street 494 LEGEND Scenario 0 Mitigated Lane Geometry 71; Key Intersections 0 "‘ City of Edina, Minnesota ).1 Comprehensive Plan Gateway Development Area Required Roadway Improvements ure 7.12 6Istg :„„EY CR ST AZT'. Si 61 t ST. 1 £4. 114 niii.5.4ilirTureistl WAy OARS. Ct. • '2° Egallii 1 wmg4 AN II 6611 I Ree s‘s* LA. ANDOVER N. 76th ST. EDINA INDUS14s*. 0, u :LTON RD. mos ST. 136. CHESAPEAKE 70th 0-- ST. w. 61. LONDONDERRY DR. 62. AIDCAULEY TER. 63. MDCAuLEY CRC. 64. ARROWHEAD PASS 65. INDIAN HILLS CIR. 66. INDIAN WAY W. AT. INDIAN POND CIR. 68. BLACKFOOT PASS 69. HILL-A-WAY CT. TO. LEE VALLEY RD. 71.DESEY HILL RD. LA. BR00 1500 FT 3000 FT EVEREST DR. ? .63rd ST. ANEW LA. MILLER'S LA. .CHURCH PL. EBEr,.,, DR. i r3 4i,e HIBIsCds,, .1:, . At. P In II. M. g i oval ST.. Bridge and Continuity :" : Improvement Area i 24.NOSMANDALE C . 1111111111 22. MANAMA PL. SOUTH 23.MELODY LAKE RD. 29. LANTANA LA. IT. 45EININE AvE N. COLONIAL Cl. iEll 26.NORRAKDALE RD. A II 30. NIONEVIEW A W. 69th ST. 47./111-10111-' 4111111 MI CC i AM EIVII 31.HOL11OAN AVE. 32.ROLF AVE. 33. ROBERTS PL. LI. _ ST. TON PO. g I (0) 5 2 ' El VI PARK KNOLL CI Anderson / Lakes "OVINSEHO DR. ITROTTER AVE. ‘04 MESSICK BLVD." KINSLEY ST. •=ts—N 113. MINUTE MAN ALCOVE 114. VALLEY FORGE RD. 115. ANNAPOLIS WAY 183rd ST. NI V KING SOS STOWS "DRAFT" , CIRCLE • • AMERICAN BLVD. NPR AN rt BLVD. tilig sc. , w TAW. BLOOMINGTON DIR g 0 LITTLE ORRIS SR BVj W6 h PL. 3r• ST. Nth ST. C.) S. TOWNDALE DR. City of Edina, Minnesota Comprehensive Plan East - West Connector Concept Figure 7.13 ' #' k . . — .:.,.! iii ...1,"' , ' eat°, •--ilellIS A . vie It.- :".. .grei- - •• . --- -1 i'AttIllil qi ••;154„,,,\`toi LEEN] „0---,v--- rii,.- • ...AIM .. els .7\c, ,,,, •n•• yht l'n, 4 44, ff4t It A ,, SwsO7 Mt mon ST wry" prir TP ' M ww. t .317n a 0 i 1 '111511B°P SI. 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SSC1. 0.1 • ::: r t . :- ii....N...../. MI _,--- ''f— ,eCEIrtri 111111, Ire! T 101A I - O. MU P0,0 CIR.p*, g .. lfitn ST. Y _ 4h, sr. o. . ARIErrAn (4tiCil: i , E mo. i 6 - •T. :::ilt‘ ~I AINERWIlt- - 4, • -‘4•1______21,Z- ' Wilikk''' .. __,r,„1".11 7•••• • re ;„__,,,, 1- 494 . --"m--E • ws ---1.1_i , .. ' i ..: , .. . „se, 14 - -., : t , ilirr I, CIR. i*..- -- - 'a' ''' Iota:7 `-`,0 ..0 ,, w tare 7 4 I .11 ' I lk FltI ., ..._..?„.....A.4.,„............,,, , ,' —1 a.", '". S.-0.(20,7 'arm . . e _ „ LEGEND: imii Identified by Hennepin County as a candidate for tumbacic to City - Not endorsed by City of Edina ... ity of Edina, Minnesota Jurisdictional TurnbacKt Fvoposed by Nennepin County - * ---„- Comprehensive Plan .4-Ers9 Figure 7.14 Dote Printed 10/25/2007 WSB Filenomv K:\01686-03\Cod\Plon\fig-7-15.dgn Y o I— - „,.. „.••. ,..... , . I., E COS'. '- PPPOPTUSTT ." I,,,f..... 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NM' inummeny ma Ersonem,romim MEVININIBMINI An- MMEIIIIIMIIMI EIMNEINLIMEINI MENNE111!2:1111=1111Pm,m=n1 EMI =MIN wikig I 1!!!!119111111M. ,-----_---• . \ ' 4112Mr111M1111111 WI ' MINENIIMIlew77-----cN7 Hwy. 62 ® Fairview South date Hospital 66th St. 0 Galleria Shopping Center 70th St. Mavelle Dr. Hazelton Rd 72nd St. Gallagher Dr. Parklawn Ave. g Centennial Lakes 76th St. Minnesota Dr. 1-494 Option D Combinatioffd 10 Transit Stops Shuttle Transit System Legend Potential Shuttle Route (I) stPootential Shuttle I P Hwy. 62 Heritage Dr. 641h Si 651h SL 66th St. 69th St. 70th St 0 Southdale - Hennepin Area Library Hazelton Rd. Soulhdale YMCA Parklawn Ave. 76111 SI. Edinborough Edinborough Way 1-494 Source: UPS Corporation - Edina Prominade, Urban Design Plan. City of Edina, Minnesota Co[illiipmhe[aive Plan Potentia Greatev Southdale Shuttle Service Figure 7.16 Transitways on Dedicated ROW Tier 1 Northstar Northwest Cedar Avenue 1-35W Central Tier 2 Red Rock Rush Line Southwest 2030 Transitway System ..,,Transitways on Dedicated ROW August 2004 Express Commuter Bus System Source: lifitropolitan Council City of Edina, Minnesota Comprehensive Plan Metropolitan Council 2030 Transitway System Figure 7.17 APPENDIX T-1 Traffic Forecasting Methodology TRAVEL FORECASTING MODEL AND METHODS Travel forecasting is based upon computer modeling which uses land use/socioeconomic data in conjunction with transportation network information to determine future roadway traffic levels. The projections for the Edina transportation chapter of the 2008 Comprehensive Plan Update were performed by WSB & Associates, Inc. (WSB) using the Metropolitan Council regional travel model. The regional model has been set up to focus primarily on regional-flows on important arterials, so some local adjustments are required when using it to evaluate individual areas like cities and lower level roadways within those cities. Traffic Analysis Zone System and Information As with any transportation forecasting model, the core of the regional transportation model is the use of Transportation Analysis Zones (TAZs). The Metropolitan Council has divided the entire metro region into a series of TAZs. The TAZs which have been established for Edina are depicted on Figure 8.11 of the main document. Demographic and employment data is loaded into the model for each zone. The Metropolitan Council has projections for each TAZ for 2030 based on their assessment of information in previous Comprehensive Plans for all of the Metro cities. The allocation of trips from each TAZ to adjacent roadways is set within the regional model. In some instances, these allocations were revised based on a more detailed assessment of local land use and trip distribution patterns than what the Met Council uses. City staff and consultants took the Metropolitan Council's generalized 2030 TAZ forecasts and fine-tuned them based on the most current assumptions regarding future land use redevelopment, and on the knowledge of local conditions and issues. The TAZ information used for the modeling performed for the transportation chapter of this Comprehensive Plan Update are presented in Table T-1 below: Table T-1 Under preparation — information is still draft pending discussion with Metropolitan Council staff Transportation Network As part of the forecasting process, a roadway network needs to be assumed such that capacities and linkages can be calculated. The modeling assumed for this transportation chapter assumed no substantial roadway improvements in the Edina area. Preliminary Results Once the population, household, and employment (broken down to retail versus non- retail) information is loaded into the model, by TAZ as discussed above, the model calculates trip generations and attractions based on this data. It then routes those trips throughout the network of TAZs based on a complex series of algorithms using Edina Transportation Plan Travel Forecasting Model and Methods assumptions from travel behavior surveys and other factors. It also assigns mode choice (e.g. private vehicle, transit, bike, pedestrian) for eaCh TAZ based on historical data, local context, and future assumptions. The vehicular trips area assigned by the model to individual roadway links based on distance, speed, and congestion factors associated with the links. Trendline/Quality Check - Results The 2030 traffic volume results were evaluated based on historic traffic trends for the study area, and consistency with other studies. As is generally the case, local adjustments were required based on this trend analysis, knowledge of local conditions, and common traffic engineering assumptions and judgment. The resulting volumes appear on Figure 8.3 of the main document. Edina Transportation Plan 2 Travel Forecasting Model and Methods APPENDIX T -2 Access Management Guidelines Mn/DOT Access Spacing Guidelines Fi ure 5— Summary of Recommended Access Snacinu and Allowance Category Type -Typcal Functional Class Intersection Spacing • Area or Facility Signal Spacing Private Access Primary Full Movement Intersection Conditional Secondary Intersection 1:: High Priority Interregional Corridors ors .. IF Freeway Principal Arterials By Pass RuralExUrban & Interchange Access Only 0 ® IA-F Full Grade Separation Interchange Access Only 19 0 1A , 1 mile 1 1/2 mile INTERIM ONLY ' By Deviation Only By Deviation Only ., . .... _ .. .. , „.. .,1. :• .. 2 Medium-Pileii Interregional Corridors 2A-F Full Grade Separation Arterials Interchange Access Only 0 0 2A Rural, ExUrban & By Pass Principal 1 mile 1/2 mile STRONGLY DISCOURAGED By Deviation Only By Exception or Deviation Only 2B Urban Urbanizing 1/2 mile 1/4 mile STRONGLY DISCOURAGED By Deviation Only By Exception or Deviation Only 20 Urba Core n 300-660 feet dependent upon block length 1/4 mile Permitted Subject to Conditions :1 !klioli Priority Regional Corridors : 3A-F Full Grade Separation * Principal and Minor Arterials Interchange Access Only 0 0 3A Rural, ExUrban & By Pass 1 mile ' 1/2 mile 1 mile Permitted Subject to Conditions 3B Urban Urbanizing 1/2 mile 1/4 mile 1/2 mile By Exception or Deviation Only 30 Urba Core n 300-660 feet dependent upon block length 1/4 mile Permitted Subject to Conditions - • • :4 :- Pririotpal,Arterial‘ in Minify Trade Centers . . . .. .. . , 4A-F Full Grade Separation Principal Arterials Interchange Access Only 0 0 4A Rural, ExUrban & By Pass 1 mile 1/2 mile 1 mile By.Deviation Only 4B Urban Urbang 1/2 mile 1/4 mile 1/2 mile By Exception or Deviation Only 4C Urban Core 300-660 feet dependent upon block length 1/4 mile Permitted Subject to Conditions 5 : Min& Arterials. . . : . 5A Rural, ExUrban & By Pass Minor Arterials 1/2 mile 1/4 mile 1/2 mile Permitted Subject to Conditions 5B Urban Urbanizing 1/4 mile 1/8 mile 1/4 mile By Exception or Deviation Only 5" Urban Core 300-660 feet dependent upon block length . 1/4 mile Permitted Subject to Conditions 6. Collectors 6A Rural, ExUrban 8, By Pass Collectors 1/2 mile 1/4 mile 1/2 mile 6B Urban Urbanizing 1/8 mile Not Applicable 1/4 mile Permitted Subject to Conditions 60 Urban Core 300-660 feet dependent upon block length 1/8 mile . . . : , Specific Access Plan 7 I All 1 All By Adopted Plan Appendix A: Access Category System and Spacing Guidelines Page 21 of 53 March 20, 2002 Access Spacing Criteria on County Roadway Facilities Requesting Access to County Roadways Type of Access Minor Arterial Roadways Undivided Divided Collector Streets Non-Public- Low Volume (41,000 ADT) • Residental Driveways • Low Trip Generating Commercial Full Movement Access 0 1/8 Mlle (0000) Partial Access 1111 1/8 Mlle 1660 ft) 1/16 Mlle (3300) Local Public Streets • Local Residential Streets • Local Minor Collector Streets Full Movement Access 1/4 Mile (1,3200) 1/4 Mile (1,320 (1) 1/8 mile (660 10 Partial Access 01,1'1'd' 1/8 Mlle (66010 0114t°5"9* Non-Public, High Volume (01.000 ADT) 4 shopping Center entrances . Large Apt_ Completes • Large Inductees, Industrial Park Entrances Full Movement Access 1/4 Mile (1,3200) 1/4 Mlle (1,3200) 1/8 Mile (66011) Partial ACeess 6103°9'1°' 1/8 Mlle (6600) 10#PC1° Arterial and Major Collector Roadways • Principal Anguish (Cale higheolA • Minor Medals and Major Collector Roads Full Movement Access 1/4 Milo (1,3206) 1/4 Mlle 11,32010 1/4 Mile (1,320 1) Partial Access tel.4 00(sitSP Full Access Allowed 1f0P' vosSOP Notes: 1) Urban definition is based on being within the Year 2000 Metropolitan Urban Service Area boundary - Access via alternative 2) Average Daily Traffic (ADT) Vol toes are based on 20-year forecasts facility required 3) Measurements for spacing are taken to next access (driveway or street) on the same roadway side f - Further changes considered 4) Measurements for spacing are taken to next access on either side abroad for undivided minor admits' under hardship conditions 5) Existing medians Will not be broken (even lithe above guidelines would suggest WU access Is allowe 6) Other creeds are aho reviewed with as eight &Isnot, speeds, tolficvolurnas and other elements (vehicle types land u Access Spacing Criteria on County Roadway Minor Arterial Roadways Undivided Facilities Requesting Access to County Roadways Type of Access Collector Streets Greater Than 7,000 ADT • Less Than 7,600 ADT • Non-Public - Low Volume (<1,000 A131) • Residental Dhow* • lawn*. Generaq Commercial Full Movement Access 1/4 Mlle (1,32011) 1/8 Mile (66051 118 Mlle (66010 Local Public Streets • Loot Raskkalal Moab • loot Mow Collector Shah Non-Public -High Volume (>1,000 ADT) • Shopplep Car eIntrances • Loge Apl. torrpienes • largo Inisattlos, Incheanal Pnric Enhanos Fug MovementAccess 1/4 Milo (1,320 fl) 1/4 M1e (1,320 ft) 1/8 title (66011) Arterial and Major Collector Roadways • PrInsipolAnartals hole liSersises) • VIner Medals ardlUb4or Cala. Road, Full Movement Accecc 1/2 Mlle (Z64011) 1/4 Mlle (1,3206) 1/4 Mlle (1,320 ft) Foil Movement Access 1/4 Nrila (1,320It) .1/4 Me 11,3200) 1/8 Mile (66010 Notes: 1) Measurements for spacing are taken to next access (dderway or street) an the same roadway side for dsvided minor arteriah 2) Measurements for spacing are taken to next access on either side of road for undMded minor arterials 3) Chart assumes all nrral County roadways are undivided 4) Other criteria are also reviewed such as sight distance, speeds, traffic volume; and other elements (vehicle types, land use activity, ete.) 5) Rural area is defined us being outside Ore Tear 2000 Metropolitan Service Neu (MUSA) as defined by the Metropolitan Council Changes to the above spacing guidelines may be granted where sufficient justification is provided. Access Spacing Guidelines — Rural What is Access•Management Access Spacing Guidelines — Urban Access Management has become an important subject as transportation professionals grapple with the issues of increasing congestion and deteriorating roadway operations. The goal of managing access, whether it be street 'entrances or individual driveways, is to achieve an optimal balance between what is needed for safe, efficient roadway operations, and the need to provide access to adjacent properties and businesses. The term access management is applied to a number of measures that can be used to enhance a roadway's safety and its ability to move vehicular traffic through management and control of access points to the roadway. These measures include: O Limiting the driveway access points to decrease turning conflicts • Locating entrance or access points further from adjacent intersections • Providing sufficient spacing between intersecting streets • Spacing traffic signals to optimize traffic flow • Implementing sight distance guidelines to improve safety O Use of channelization to preclude selected turning conflicts This brochure has been prepared to explain the entrance / driveway permitting process in Hennepin County, and the basis behind the evaluation and regulation of access to county roadways. Hennepin County has adopted access spacing guidelines that are based on local and national research that shows that crash rates decrease markedly as the spacing between driveways and streets increases. The guidelines address five types of access and they differentiate for Urban and Rural situations (see next column): An entrance permit is required: • Whenever a new driveway or street connection is proposed on a county road. • Whenever an existing driveway is proposed to be modified (widened, channelized, relocated, etc.) • Whenever a driveway is removed (required for work in the County roadway right-of-way) • Changes in site land uses (even if no modifications to existing driveways are proposed) • If temporary access is needed to facilitate construction activities • If development-driven traffic impacts predicate needed changes on the county roadway (such as the need for turn or auxiliary lanes) A permit is not required if: • The request is for an entrance located within the project limits of an active county roadway project - Krequires coordination with Construction project manager). • Tenant changes on the property that do not change the land use activity. • Changes due to county maintenance operations or utility permit actions • The entrance is within Minneapolis (permitting is delegated to City) The entrance permit process includes: 1) An application submitted by the property owner, developer or City 2) A permit issued by Hennepin County to the applicant 3) A request from the applicant for County final inspection and permit sign-off Hennepin County Access Spacing Guidelines APPENDIX T -3 Circulator Transit Service Evaluation Information CIRCULATOR TRANSIT SERICE PRELIMINARY EVALUATION There currently is a lack of transit service in the western portion of Edina. Metro Transit has cited relatively high incomes and rates of auto ownership in this area as making it not a viable location for additional Metro Transit service. The City of Edina is considering the option of providing circulator service which would cover the western portion of the City and would also access key destinations east of TH 100 as well. This service would be representative of the City's desire to provide high quality service to its residents and to reduce traffic levels. To provide a preliminary evaluation of circulator transit service in Edina, two operational scenarios have been identified. The first scenario is termed "Baseline Service," and the second is termed "Full Service." Both include the following parameters: • The use of cutaway vans with a seating capacity of 12-14 occupants, and ADA compliant features. • The circulator route identified on Figure 8.15 of the main Comprehensive Plan. This route was defined so as to cover residential areas, neighborhood and larger scale commercial areas, parks, the public library, and other features. It may be emphasized that this route is identified only for preliminary analytical purposes. If this general concept is advanced, the precise route could be refined based on further evaluation. • Each loop would begin and end at the Southdale Transit Center. Each loop would operate on an hourly basis. The operating parameters for each alternative area summarized below: Operating Parameter Baseline Service Full Service Hours of Operations M-F: Between 6 a.m. and 6 p.m. Weekends: Between 8 a.m. and 4 p.m. M-F: Between 6 a.m. and 10 p.m. Weekends: Between 8 a.m. and 4 p.m. Number Vehicles Five (four operating, one in reserve) Three (two operating, one in reserve) Service Operations One vehicle circulates one direction, the other circulates the other; each van is on a one-hour cycle for the whole route, so the system has one hour directional headways Two vehicles one direction, the other two circulate the other; each van is on a one- hour cycle for the whole route, so the system has 30 minute directional headways Thus, the primary differences between the two scenarios: are a) the Full Service alternative has evening service during the week while the Baseline Service alternative does not, and b) the Full Service alternative has half hour directional headways as opposed to hourly directional headways. This means that any given point on the route Edina Transportation Plan 1 Circulator Transit Evaluation will have a van pass by every 30 minutes going in one direction, and every 30 minutes going in the other direction for the Full Service alternative. To make a preliminary estimate of costs for these alternatives, the following assumptions were used: Capital costs • Vans @ $50,000 per unit Operating Costs • Labor @ $25 per hour (includes benefits) • Administrative costs (management, clerical support) @ 15% of labor costs. • Vehicle maintenance plus insurance @ 10 percent of capital costs • Fuel @ $3.00 per gallon • Fuel consumption @ 7.5 miles per gallon • Distance of each loop @ 13 miles These assumptions were used to derive the costs in the table below: Cost Category Baseline Full Service Capital Cost (vehicles) $150,000 $250,000 _ Annual Operating Costs - vehicle maintenance, ins. $15,000 $25,000 - fuel $36,800 $95,200 - drivers $176,800 $457,600 - administrative $26,500 $68,600 Total Annual Operating Costs $255,100 $646,400 Another option would be to provide a combination fixed route/flex route service. There would be scheduled stops for a given route, but also the ability deviate from the fixed route to provide doorstop service. This would require sufficient "give" or extra time for each route. It would also require a management system which would allow residents to call ahead of time to indicate when they would like to be picked up. Some flex systems require each request a day in advance, while others allow same-day requests. Edina Transportation Plan 1 Circulator Transit Evaluation 2 0 0 8 I N BETH PACE CAR 7,1-2ArN NOT THE in Residential Neighborhoods! rd From Th Speeding in residential neighborhoods represents the single greatest complaint to police departments and city council representatives throughout the United States, according to the National Safety Council. Edina is no exception. Speeding extends the distance necessary to stop a vehicle. At 20 mph, the total stopping distance needed is 115 feet. At 30 mph, the distance needed is 200 feet. At 40 mph, the distance needed is 305 feet, which might not be enough distance and time for you to avoid hitting an object or person on the road. At night, when you can see only as far as your headlights (160 feet in front of your vehicle), the situation worsens. The effectiveness of restraint devices such as air bags and safety belts, and vehicular construction features such as crumple zones and side member beams, decline as impact speed increases. In some areas, it is not unusual for speeders to be clocked in excess of 40 mph in 30-mph zones. Speeding compromises our neighborhood livability by creating noise and air pollution, causing difficulties for pedestrians and bicyclists and, more importantly, jeopardizing everyone's safety. Many motorists drive too fast on local streets. While some speeding is done by irresponsible drivers, many speeders are responsible drivers who are traveling on wide streets with long, straight sections of road. However, motorists often seek out local streets as alternate routes because they are short-cuts, which may save time or avoid delays, therefore creating cut-through traffic. 5 S P R In most cases, the majority of speeders on residential streets live in the neighborhood. That's why communi education is a critical step in the problem-solving process. The City is currently working to develop a speed awareness campaign dubbed "Be The Pace Car, Not the Race Car" that reminds motorists to check their speed and slow down as needed. Since we as drivers cause the problem of speeding in residential neighborhoods (and beyond), we must be actively engaged and committed to being the solution as well. Bumper magnets and "Be the Pace Car" window clings are now available both as a friendly reminder to slow down in a fast-paced world and an invitation to take personal responsibility for our driving behavior. Pick up your magnet or cling today at City Hall and help educate our community in responsible motoring. James B. Hovland Mayor City of Ed ma April 4, 2008 Mr. Thomas Bonneville 4378 Browndale Ave. Edina MN 55424 Dear Thomas: Congratulations! The City Council appointed you to the Transportation Commisison for the remainder of a term ending February 1,2009,, at their April 1, 2008, meeting. I look forward to working with you as a member of our Transporation Commission. You will be hearing from the staff liasion Jack Soillivan shortly if you have not already been called. The City trusts that all advisory board, committee and commission members are enthusiastic in their work, dependable in their attendance and willing to be receptive to citizen input. Thank you for your willingness to serve your fellow residents as a member of our Transportation Commission. Sincerely, ntia/t1<4,/ Debra A. Mangen Edina City Clerk cc: Jack Sullivan City Hall 952-927-8861 4801 WEST 50TH STREET FAX 952-826-0390 EDINA, MINNESOTA, 55424-1394 www.cityofedina.com TTY 952-826-0379 t.4 cn April 7, 2008 Mr. Thomas A. Bonneville City of Edina Edina Transportation Commissioner Mr. Bonneville, At the April 1st City Council meeting you were appointment to the Edina Transportation Commission thru February 1st of 2009. On behalf of the Engineering Department I would like to welcome you to the Edina Transportation Commission (ETC). The City Council has directed the ETC to carry out the four main responsibilities listed below. 1. Advise the Council on matters relating to the operation of the local street system with respect to traffic volumes, congestion, and functional classification, but not maintenance activities, of the City. 2. Review and comment on plans to enhance mass transit opportunities in the City. 3. Review the findings of the Local Traffic Task Force and offer recommendations for implementation. 4. Evaluate methods for traffic calming and other speed and volume mitigation measures and recommend their implementation where appropriate. I have enclosed reference material that will help you get up to speed with some of the documents the ETC uses to help guide transportation improvements within the City. We appreciate in advance you commitment to the ETC and look forward to working with you in the coming years. Regards, Jack D. Sullivan Assistant City Engineer Enclosed: New Member Packet Cc: Edina Transportation Commission GAEngineering \Infrastructure \ Streets \ Traffic \Transportation Commission \Correspondance \2008 Corr\20080407_Bonneville_appointment_lettencloc City Hall 952-927-8861 4801 WEST 50TH STREET FAX 952-826-0390 EDINA, MINNESOTA, 55424-1394 www.cityofedina.com TTY 952-826-0379 ORDINANCE NO. 2008-05 AN ORDINANCE AMENDING SECTION 1225.03 ADDING A MEMBER TO THE EDINA TRANSPORTATION COMMISSION THE CITY COUNCIL OF THE CITY OF EDTNA ORDAINS: Section 1. Subsection 1225.03 of Edina Code is hereby amended to read as follows: "1225.03 Membership. The Commission shall consist of ten members appointed by the Council. The Council shall endeavor to appoint members such that the Commission is reflective of the different geographic areas of the City. One member of the Commission shall also be a member of the Planning Commission. One member of the Commission shall also be a member of the Bike Edina Task Force or shall otherwise have an expertise or interest in bicycling as a mode of transportation. One member of the Commission may be a high school student, who shall serve as a non-voting member of the Commission. Members shall serve until a successor has been appointed. All members of the Commission shall be residents of the City and shall be appointed for a term of three years except any student member shall be appointed for a term of one year, commencing on a date determined by the Council. Upon termination of a member's term, that member's successor shall be appointed for the remainder of such term. Members of the Commission shall serve without compensation and may resign voluntarily or be removed by a majority vote of the Council pursuant to Section 180 of this Code. Commission members who discontinue legal residency in the City may be removed from office by the Council." Section 2. The effective date of this Ordinance shall be the day of 2008. First Reading: March 18, 2008 Second Reading: Published: Attest Debra A. Mangen, City Clerk James B. Hovland, Mayor WITNESS, my hand and seal of said City this 17th day of April, 2008. RESOLUTION CALLING FOR APPROVAL OF THE NE EDINA TRANSPORTATION STUDY RESIDENTIAL SAFETY IMPROVEMENTS City of Edina WHEREAS, over 15 years of studies, complaints from area residents and spending over one million dollars of Edina taxpayers' money, the City Council directed the Edina Transportation Commission to conduct a study to evaluate traffic and safety issues in NE Edina; WHEREAS, the NE Edina Transportation Study was successfully completed and unanimously approved by the City Council in 2006; WHEREAS, the NE Edina Transportation Study was conducted in an unbiased manner with an open process which allowed all interested parties to participate; WHEREAS, the Edina Transportation Commission needs the leadership of the City Council to be effective now and in the future to ensure equity for all residents; BE IT RESOLVED, that the Edina Transportation Commission strongly recommends that the City Council approve the overall recommendations made in the NE Edina Transportation Study to implement the safety of residential streets by reducing speeds and improving pedestri n safety; Chairperson STATE OF MINNESOTA COUNTY OF HENNEPIN SS CITY OF EDINA I, the undersigned Secretary for the Edina Transportation Commission for the City of Edina do hereby certify that the attached and foregoing Resolution Calling for Approval of the NE Edina Transportation Study Residential Safety Improvements is a true and correct copy of the Resolution Calling for Approval of the NE Edina Transportation Study Residential Safety Improvements duly adopted by the Edina Transportation Commission at its regular meeting of April 17, 2008, and as recorded in the Minutes of said regular meeting. S aron Allison, Secretary City Hall 952-927-8861 4801 WEST 50TH STREET FAX 952-826-0390 EDINA, MINNESOTA, 55424-1394 www.cityofedina.com TTY 952-826-0379 RESOLUTION CALLING FOR APPROVAL OF THE NE EDINA TRANSPORTATION STUDY RESIDENTIAL SAFETY IMPROVEMENTS ACTION ON THIS RESOLUTION: Motion for adoption: Warren Plante Seconded by: Les Wanninger Voted in favor of: Thomas Bonneville, Steve Brown, Paul Mooty, Warren Plante, Marc Usem, Les Wanninger, Jean White & Geof Workinger Voted against: Abstained: Absent: Hilah Almog Resolution adopted. I hereby certify that the foregoing is a true and correct copy of a resolution adopted by the Edina Transportation Commission of the City of Edina, Minnesota, at a duly authorized meeting held (2- - on April 17, 2008. Sharon A llison, Edina Transportation Secretary Representing the developer were Eter Arnt? With Wenck Associates And Mohagen Hansen, architect with . Mr. Hansen said they are willing to work with both the City and County to upgrade the 65th Street and France Avenue intersection Commissioner Wanninger motioned to accept the traffic study with staff's recommendation and that the developer works with the City and County to improvement the intersection at 65th Street and France Avenue. The motion was seconded by Commissioner Mooty. 7 voted aye. 1 abstain (Brown). Motion carried. V. Approval of Minutes a. Regular Meeting of April 17, 2008 Commissioner Plante requested that the resolution that was approved at the April 17 meeting be included as part of the meeting minutes. The following change is to be made to Page 2, para. 1, "...reviewing the composition of the SAC; however, the composition will remain the same." Page 2, para. 2, Commissioners Brown, Usem and chair Workinger will meet with the consultant... Commissioner Wanninger motioned to approve the minutes of April 17, 2008. The motion was seconded by Commissioner Brown. All voted aye. Motion carried. VI. Planning Commission Update (Commissioner Brown) Commissioner Brown said regionally development has been down. He said at their upcoming May 28 meeting they will be discussing the two developments that were presented tonight. VII. Staff Liaison Comments (Houle) a. ETC Member Orientation With one new member on board and another expected fairly soon, Sharon Allison reported that staff would like to schedule a new member orientation for mid-June. The orientation would be open for all to attend. b. Transit for Livable Communities The Engineering Department has applied for four grants from the Transit for Livable Communities. The four grant applications are for: 1. City-wide Pedestrian and Bicycle Route Marking and Signage Improvements 2. Bicycle Marking and Signage Improvements and Pedestrian Connection Improvements along 54th Street 3. Upgraded Pedestrian/Bicycle Tunnel at York Avenue 4. Information Accessibility Improvements VIII. Adjournment Meeting adjourned. 3 Message from the neighbors: Slow down on our street Page 1 of: StarTribune.com I MINNEAPOLIS - ST. PAUL, MINNESOTA Message from the neighbors: Slow down on our street By MARY JANE SMETANKA, Star Tribune April 14, 2008 How fast is too fast when driving on a residential road? Minnesota's statutory speed limit on most city streets is 30 miles per hour. But that's too fast for some residents in Edina and St. Paul, where the cities get asked all the time to lower local speeds to 25 mph. In Andover, where rural areas have become residential but big lots still give neighborhoods a rural feel, residents are protesting speed limits that state law sets at 55 mph for rural areas. Two summers ago, a speeding driver on one of those roads missed a curve, ran off the road and hit a gas meter, sparking a fire that destroyed a $500,000 house. The city asked the Minnesota Department of Transportation to reevaluate the speed limit on the road. MnDOT did -- and kept the limit at 55. "People are constantly telling us that the speed limits are just too fast," said Andover City Administrator Jim Dickinson. Since August, a state task force made up of MnDOT and city engineers from around the state has been re-examining speed limit laws and how they affect local roads. Bernie Arseneau, who directs MnDOT's office of traffic, safety and operations, is working with the group. Arseneau agrees that a 55 mph limit on residential roads in Andover and places like Chanhassen "doesn't make any sense." He's suggested speed limits of 30 to 35 mph may be better on such roads. But he said he doesn't think the task force will suggest lowering city speed limits from 30 to 25 mph because there is "no compelling reason" to do so. While there are city roads where 25 mph is a better speed, Arseneau said, "on those roads, drivers are going 25. So they're functioning safely." Watching the traffic whiz by The issue isn't an easy one. MnDOT tends to look at speed limits from an engineering standpoint, considering road characteristics and technical analyses that measure how fast most people drive a stretch of road. But people who live on a road look at it from their front steps. They watch traffic whiz by. http://www.startribune.comitemplates/Print:This_Story?sid=17648464 4/17/200: Message from the neighbors: Slow down on our street Page 2 of They know how easy or difficult it is to back out of their driveways. They worry about kids playing at the street edge or using a shoulder to walk to the school bus. Sometimes, St. Paul city engineer John Maczko said, people bemoan speeding on streets near their homes but do it themselves when they drive. "People act one way when they're standing on the sidewalk or sitting in their front lawn, and act 180 degrees opposite when they're behind the wheel," he said. Maczko, a member of the task force, is a firm believer in a 25 mph speed limit on urban roads. He thinks it's safer. St. Paul has long wanted that lower speed limit, he said. Minneapolis pushed for a similar change a few years ago. And in Edina, Public Works Director Wayne Houle said the city receives "a tremendous amount of complaints" about speeding on city streets. Last month, the Edina City Council passed a resolution supporting the state task force and an investigation into the feasibility of a 25 mph limit. Enforcement only does so much, Houle and Maczko said. Busy police are reluctant to tag people unless they drive at least 10 to 15 mph above limits. While cities are free to put black-and-yellow "advisory speed signs" on roads -- signs that warn of steep hills or urge drivers to slow to 20 mph around a curve -- they can't just post a new speed limit. State law says they must ask MnDOT for a speed study and a decision on the speed limit. Houle and Maczko said a 25 mph limit would save their cities money because they wouldn't have to spend so much on signs for exceptions. And they both want a uniform lower statewide limit so speeds don't change at city boundaries, confusing drivers. Slow-down campaign In Edina, where traffic worries in one neighborhood resulted in city plans to put in speed bumps that in turn angered other residents, the city is beginning a campaign to get drivers to slow down. At City Hall, residents can pick up magnetic stickers that say, "Be the pace car, not the race car. Slow down in residential neighborhoods." Window decals with the same message can be stuck on the windshield as a reminder to drivers. Maczko said that in the end, quelling the speed problem lies with drivers. "When you try and address this whole thing, it really comes down to us as individuals," he said. "There's this belief that we can engineer our way out of everything and if we put up a sign [the problem is] going to go away. It won't." Still, he thinks 25 mph is the safest speed for residential roads. Wisconsin, Iowa and the Dakotas all go with 25 rather than 30 as a city street speed limit, he said. Arseneau said that nationally, states split roughly down the middle. While Arseneau said the task force probably will not recommend changing the urban speed limit, that may not be the last word on the subject. http://www.startribune.com/templates/Print_This_Story?sid=17648464 4/17/200 Message from the neighbors: Slow down on our street Page 3 of A transportation policy bill at the Legislature includes a request for MnDOT to ask local _governments what they think of speed limits and report back to legislators. Among the issues it directs the agency to deal with: speed limits and whether road definitions should be changed. Mary Jane Smetanka • 612-673-7380 @ 2008 Star Tribune. All rights reserved. http://www.startribune.com/templates/Print_This_Story?sid=17648464 4/17/200 Plan to turn Hwy. 169 to freeway gains favor Page 1 of StarTribune,com MINNEAPOLIS - ST. PAUL, MINNESOTA Plan to turn Hwy. 169 to freeway gains favor By LAURIE BLAKE, Star Tribune April 15, 2008 Getting rid of the traffic lights on Hwy. 169 in Bloomington, Edina and Eden Prairie has been on commuters' wish lists for years. Now that legislators have raised the state gas tax to bring in more money for roads, the three communities say it's time to turn Hwy. 169 into a freeway by rebuilding the interchange at Interstate Hwy. 494. The project, with a pricetag of $120 million, has been on and off again in recent years because of a lack of funds. But during a meeting with suburban city officials on Monday, the Minnesota Department of Transportation said it is willing to consider accelerating the 169/494 project if the cities can agree to a less costly design. "Everybody is committed to working toward a solution and getting going on it," said Bloomington Mayor Gene Winstead. "We were all hoping this thing would have been in the ground right now." The next step is for city engineers from each community to think about "what perhaps we could live without," said Scott Neal, Eden Prairie's city manager. Most likely to be cut would be expensive "fly-over" bridges which streamline the traffic flow but significantly drive up the construction costs. The alternative is to use a standard cloverleaf interchange where streams of traffic cross and weave at entrance and exit ramps. It will be later this summer "before we have a direction firmed up on what we would build and when we would build it," said MnDOT's west area manager, Tom O'Keefe. Federal, state and city officials approved the expansive design at a cost of $120 million a few years ago, and MnDOT had the project scheduled for 2016. The tradeoff for a less-ideal design would be getting the work done a lot sooner, Edina Mayor Jim Hovland said. "If it's going to take a decade to get the more abbreviated plan, then maybe we would be comfortable waiting," Hovland said. But if MnDOT could reduce congestion and improve safety with a less expensive project in three or four years, maybe the three communities would agree to that, he said. With a wide, flat design and wooden noise walls, the four-lane Hwy. 169 looks like a freeway and drives like a freeway, but it opened in 1997 with stoplights instead of freeway overpasses at three major intersections to save money. The stoplights caused safety problems and delays from Day One, and drivers cheered when construction of overpasses removed stop lights at Pioneer Trail and Bloomington http://wvvw.startribune.comitemplates/Print_This_Story?sid=17762539 4/17/20N Plan to turn Hwy. 169 to freeway gains favor Page 2 of Ferry Road in 2006. Now it's the remaining lights at Highwood Drive and on either side of 1-494 that cause delays. Southbound traffic can back up through Edina as far north at Crosstown Hwy. 62, and Edina is eager for a safer, less-congested highway, Hovland said. Eden Prairie is counting on the project to make it easier to get in and out of the Golden Triangle business park so the city can allow business expansion, Neal said. Bloomington is pulling for the project because three of the four corners of the interchange are in Bloomington. When the interchange backs up, traffic pours onto city streets, Winstead said. "All the cut-through stuff is a real big deal for Bloomington." The cities renewed their push for the project because of the increase in the gas tax, Neal said. "We wanted to know how the prospects for the project had changed given the new funding dynamics at MnDOT." Legislators raised the state's 20-cent gas tax in a landmark $6.8 billion transportation bill passed in February. The bill calls for an extra 8.5 cents a gallon by 2012 -- an increase that started with a 2 cent per gallon rise on April 1. Another half-cent will be collected beginning Aug. 1, and an additional 3 cents starting Oct. 1, with the remaining 3 cents phased in gradually over the next few years. Every penny added to the gas tax brings in an extra $32 million a year. After giving cities and counties their share, the state highway share is about 60 percent, or $19 million, said MnDOT fiscal analyst Bruce Briese. MnDOT is still studying the legislation to determine how the money should be spent, Briese said. The bill requires spending for bridge repair, pavement repair, making debt payments for highway bonds, repairing the Transportation Building and hiring more state troopers, Briese said. Expansion projects which include getting rid of traffic lights on Hwy. 169 would come after bridge and pavement repair, O'Keefe said. Laurie Blake • 612-673-1711 @ 2008 Star Tribune. All rights reserved. http://www.startribune.com/templates/Print_This_Story?sid=17762539 4/17/200 Edina's practically perfect -- but facing change Page 1 of StarTribune.com MINNEAPOLIS - ST, PAUL, MINNESOTA Edina's practically perfect -- but facing change By MARY JANE SMETANKA, Star Tribune April 10, 2008 How do you plan for change in a suburb that some residents think is already perfect? If you're Edina, you hold 26 public meetings, have a task force work 1,000 hours and hire a consultant -- and then weather an onslaught of negative reaction during a public hearing. More than three-quarters of the people who showed up to speak at the recent City Council hearing criticized the draft comprehensive plan -- like Casandra Mihalchick, president of the Cahill-Lewis Park Neighborhood Association, who said she and her neighbors don't want any more high-rises, traffic, dense developments or low-income housing. "Edina has been a successful first-ring suburb, as evidenced by its historically strong tax base, high property values, nationally ranked schools, low crime rate and sought-after lifestyle," Mihalchick told the council when the comprehensive plan was presented. "Stay with the suburban model we have all moved here to experience." But the people who shaped the draft plan worry that Edina -- which has the oldest population of any city in the metropolitan area -- is getting ever older. Moreover, they believe the city lacks the housing to hang onto active senior citizens who want to leave their big yards and houses behind. They're also concerned that the city isn't attracting enough young families to keep the community and public schools vital. And with single-family homes selling at a median price of $437,250 in 2007, they say Edina has become so pricey that living there is out of reach for professionals such as teachers, police officers and the city's own employees, only 15 percent of whom reside in the city. "Some people don't want to deal with change at all," said Mayor Jim Hovland. "But for the council, change is going to happen. The question is, do you deal with it or not handle it at all." All over the Twin Cities, communities are working on 10-year updates of their comprehensive plans, which are required by state law and must go to the Metropolitan Council for review. But few communities have been as public in their updating as Edina. While some other cities still don't have even drafts of their plans on the Internet, Edina has had pieces of the report -- now 359 pages long -- on the city web page for months. Minimal changes foreseen http:Hwww.startribune.com/templates/Print_This_Story?sid=17508309 4/17/2001 Edina's practically perfect -- but facing change Page 2 of Recommendations have changed over time. John Lonsbury, chairman of the city's Planning Commission, said at the council meeting that if the draft is approved as is, just 5 percent of the city would see changed land uses. Though buildings up to 16 stories would be permitted in areas near Southdale and in the Cahill area near Hwy. 100 and Interstate 494, in other areas suggested building heights actually would drop, he said. The plan includes goals for new affordable housing, including 212 rental units for people making up to ,_$47,1_00,a year and 288 owner-occupied units for people with incomes up to $62,800 and $90,275. Several residents criticized the housing goals, saying they worried that new residents could boost crime and drag the schools down. Michael Fischer, a member of the plan task force, said people like teachers and dental hygienists would be living in those units. "What I've heard here tonight paints a picture of roving bands of dental hygienists going around the city stealing from people," he said. "I know it's scary when we use these terms, but we truly are talking about workforce housing here." Later, Mihalchick said she and many of the 700 people in her association still oppose the housing initiative as well as development that they say will increase traffic and make Edina less suburban. The north Minneapolis native was unapologetic about wanting to keep Edina elite. "I tell my children we weren't born to Edina, we achieved Edina," she said. "The vast majority of families work very hard to get here. Why change that?" But Hovland thinks there's value in trying to open up housing that attracts young families. Edina was a pioneer in city planning — it had Minnesota firsts with a planning commission in 1928 and a full-time planning director in 1957 — and it's even more important now that the city is fully developed, he said. Edina's struggle with the future isn't unusual, said Prof. Judith Martin , an urban geographer at the University of Minnesota. Minneapolis and St. Paul, as well as other first-ring suburbs, are wrestling with issues of density and redevelopment. To a degree, Martin said, Edina is a victim of its own success. "It's a big destination retail and entertainment center," she said. "You have to recognize that when you make yourself a place that people come to, some more people might want to come and live there." Balancing those issues is a challenge in any healthy community, she said. "If you don't like that situation, you could be Detroit or Flint, Michigan," she said. "They're not having any trouble figuring out where the growth is going to go because they don't have any." Edina is accepting public comment on the draft plan until May 12, when the City Council will begin reviewing it. http://www.startribune.comitemplates/Print_This_Story?sid=17508309 4/17/200: Edina's practically perfect -- but facing change Page 3 of Mary Jane Smetanka • 612-673-7380 @ 2008 Star Tribune. All rights reserved. http://www.startribune.com/templates/Print_This_Story?sid=17508309 4/17/200 Draft for discussion April 17, 2008 To: ETC Commissioners and Staff From: Les Warminger Subject: Completing the W70/Cornelia Area Traffic Study We are at a point in this study where I believe we have identified all of the issues relating to safety, access, etc. These issues have been with the community for at least 2 decades. Our current study has already spent over $130,000 in Consultant costs not to include Staff time and the time of the ETC and SAC members. At least 2 Council Members and the Mayor are personally involved in the study, which while being responsive to citizen groups, complicates and compromises the ETC's ability to complete the study. There remains significant controversy within the community over the several tentative partial solution alternatives that have been discussed to date. It now seems unlikely that we will be able to achieve our original goal of an overwhelming consensus compromise solution. (As a longstanding issue, any easy solutions would have been implemented long ago). Given the above, it is in the best interest of the community for the ETC to bring our study to a close, to make our final report to the Council and for the Council to then provide the leadership to finally resolve this longstanding traffic issue. I recommend the following steps to complete this study. 1. Ask our Consultants and Staff to develop their professional recommended solution, taking into account the known and prioritized issues and the range of suggestions from the community. 2. Hold a final SAC meeting on June 4 at CPC at which time the SAC will discuss the Consultant/Staff recommendation, overall strategy and potential City actions to support that strategy. As part of that discussion we will identify those aspects of their proposed recommendation where there is unanimous agreement as well as those aspects where there is disagreement. We will also identify any consensus recommendations for modifications or additions to their recommendation. The SAC will then vote on the to-be modified recommendation as well as the lists of areas of unanimous agreement and areas with disagreement. 3. The Consultants and Staff will make adjustments accordingly and present the modified SAC recommendation to the ETC for our discussion and vote as our final report to the Council. The ETC report will specifically identify both those aspects of unanimous agreement and those with disagreement. 4. Following the ETC meeting, our report will be published on the City web site and hard copies made available at the Library, City Hall, etc. A summary of the ETC report will be mailed to all residences and businesses in the study area. 5. The ETC will present our recommendation to the Council. 6. The Council will conduct a public Open House, formal Public Hearing, and set a formal 30 day period of comments. 7. The Council will take whatever actions they deem appropriate following this period of public input. The ETC report to the Council will include at least the following sections — executive summary, a summary of the issues and SAC prioritization, our overall strategy in developing the recommendation, potential City actions in addition to the recommendation which could potentially address the strategy, our recommendation with rationale as to how it addresses the issues and strategy, and the lists of areas of unanimous agreement and disagreement. I suggest the following strategy as the basis for our recommendation. I Remove bottlenecks which deter drivers from taking existing routes through the area to their destinations east and west of the study area II. Identify potential alternate routes for drivers to reach destinations east and west of the study area without traveling through the area III. Calm traffic and make safety improvements within the study area, specifically including W70 and current areas of cut-through traffic IV. Avoid creating cut-through traffic in the neighborhoods south and north of W70 V. Improve appearance and esthetics of W70 Following are some related potential actions by the City which could be supportive of the strategy. A. Volume reduction actions on W70 without creating cut-through traffic in the neighborhoods. Consultants will project the potential impact of proposed actions via traffic modeling and time tests of routes. 1. W77/76 improvements as part of Gateway project. WSB tells us there will be near term benefits as soon as the first phase is completed (2009). This will allow E-W traffic to cross France Ave more quickly due to more lanes at France Ave. 2. Improve France Ave N-S traffic via advanced modeling and signal coordination as suggested by the recent UM study. 3. Work with MNDOT to improve the Hwy 62, Valley View, W66 route from Hwy 100 to York. W66 seems to be a bottleneck from France to York because of so many signals. 4. Improve access to W66 from the Hwy 100/W70/Normandale Rd intersection. Drivers with Southdale or W69 destinations may choose this route. 5. Pursue the East-West Connector, specifically improving bridge travel times to cross Hwy 100 in the southern part of the City 6. Calming and safety improvements on W70, which can control the speed to the posted limit and thereby increase E-W travel times on W70 7. Signage, which might route some traffic to alternate routes 8. etc. B. Residential Area Safety Improvements to address Strategy points III - V 1. Speed reduction on W70 via design of the roadway and traffic controls 2. Access to W70from driveways via gaps in traffic 3. Access to and across W70 from neighborhoods south and north throughout the W70 corridor, particularly at Wooddale, West Shore and Normandale via traffic control design 4. Safety at Cornelia school for pedestrians, bikes via Safe Routes to School project, and 20 mph in School Zone. 5. Safety at the Hwy 100/W70/Normandale intersection via traffic control and design 6. Safe pedestrian crossing of W70, particularly at Wooddale and West Shore 7. etc. RESOLUTION CALLING FOR APPROVAL OF THE NE EDINA TRANSPORTATION STUDY RESIDENTIAL SAFETY IMPROVEMENTS WHEREAS, over 15 years of studies, complaints from area residents and spending over one million dollars of Edina taxpayers' money, the City Council directed the Edina Transportation Commission to conduct a study to evaluate traffic and safety issues in NE Edina; WHEREAS, the NE Edina Transportation Study was successfully completed and unanimously approved by the City Council in 2006; WHEREAS, the NE Edina Transportation Study was conducted in an unbiased manner with an open process which allowed all interested parties to participate; WHEREAS, the Edina Transportation Commission needs the leadership of the City Council to be effective now and in the future to ensure equity for all residents; BE IT RESOLVED, that the Edina Transportation Commission strongly recommends that the City Council approve the overall recommendations made in the NE Edina Transportation Study to implement the safety of residential streets by reducing speeds and improving pedestrian safety; Chairperson ATTEST: Sharon Allison, Secretary, Edina Transportation Commission RESOLUTION CALLING FOR APPROVAL OF THE NE EDINA TRANSPORTATION STUDY RESIDENTIAL SAFETY IMPROVEMENTS ACTION ON THIS RESOLUTION: Motion for adoption: Seconded by: Voted in favor of: Voted against: Abstained: Absent: Resolution adopted. I hereby certify that the foregoing is a true and correct copy of a resolution adopted by the Edina Transportation Commission of the City of Edina, Minnesota, at a duly authorized meeting held on April 17, 2008. Sharon Allison, Edina Transportation Secretary RESOLUTION CALLING FOR APPROVAL OF THE NE EDINA TRANSPORTATION STUDY RESIDENTIAL SAFETY IMPROVEMENTS WHEREAS, over 15 years of studies, complaints from area residents and spending over one million dollars of Edina taxpayers' money, the City Council directed the Edina Transportation Commission to conduct a study to evaluate traffic and safety issues in NE Edina; WHEREAS, the NE Edina Transportation Study was successfully completed and unanimously approved by the City Council in 2006; WHEREAS, the NE Edina Transportation Study was conducted in an unbiased manner with an open process which allowed all interested parties to participate; WHEREAS, the Edina Transportation Commission needs the leadership of the City Council to be effective now and in the future to ensure equity for all residents; BE IT RESOLVED, that the Edina Transportation Commission strongly recommends that the City Council approve the overall recommendations made in the NE Edina Transportation Study to implement the safety of residential streets by reducing speeds and improving pedestrian safety; Chairperson ATTEST: Sharon Allison, Secretary, Edina Transportation Commission RESOLUTION CALLING FOR APPROVAL OF THE NE EDINA TRANSPORTATION STUDY RESIDENTIAL SAFETY IMPROVEMENTS ACTION ON THIS RESOLUTION: Motion for adoption: Seconded by: Voted in favor of: Voted against: Abstained: Absent: Resolution adopted. I hereby certify that the foregoing is a true and correct copy of a resolution adopted by the Edina Transportation Commission of the City of Edina, Minnesota, at a duly authorized meeting held on Apri117, 2008. Sharon Allison, Edina Transportation Secretary