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AGENDA
Regular Meeting of the
Edina Transportation Commission
6:00 PM, Thursday, May 15, 2008
Edina City Hall
4801 West 50th Street
Council Chambers
I. Call to Order
11. Comments
a. Chair Comments
b. Public Comments
Ill. Old Business
a. W. 70th/Comelia Area Traffic Study Updates
IV. New Business
a. 6921 York Place *+
b. 4010W. 65th Street-Crosstown Medical LLC *+
V. Approval of Minutes
a. Regular Meeting of April 17, 2008 *+
VI. Planning Commission Update (Commissioner Brown)
VII, Staff Liaison Comments (Houle)
a. ETC Member Orientation
b. Transit for Livable Communities*
VIII. 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.
1. This development shall address all comments in WSB's May 7, 2008 memo to the
'R I satisfaction of the ETC and Engineering Department.
•
("6"‘ u The developer shall fund appropriate improvements to correct intersection
decencies resulting from the further study of adjacent intersection at 69th and York
as required in WSB's May 7th memo.
n. The right in/right out from the site along 69th Street as stated in the traffic report
date April 23, 2008 does not coincide with the site plan supplied by the developer.
The plan shows a site access that could be used as a full access, however the
current configuration and striping of 69th Street does not allow full operation.
Clarification of this intersection will be required as part of the approval.
Page 1 of 3
Edina 'Prispoa oniCinwrni-W-on
Item IV. a.
REGULAR TRANSPORTATION COMMISSION MEETING
REPORT/RECOMMENDATION
To:
From:
Date:
Transportation Commissioners
Jack Sullivan, PE
Assistant City E eer
May 15, 2008
Subject: Transportation
Impact Analysis — York Place -
69th and York Avenue
Agenda Item No.: IV. a.
ACTION:
Recommendation/Motion
Discussion
Information
Recommendation:
rp( (IVQ_A
Review the attached transportation impact analysis submitted by Wenck dated April 23, 2008
and review a memo dated May 7th, 2008 from WSB and Associates. If so desired by the
Transportation Commission, adopt a motion recommending that traffic generated from the
proposed York Place (Development) does not adversely affect the adjacent transportation
system with the following conditions by staff:
Info/Background:
This project has been in front of the ETC on two previous occasions, at the November 16,
2006 meeting and the second at the February 15, 2007 ETC meeting. The recommendations
of those meeting are included for your reference. The site has been modified to include 114
GAEngineering\Infrastructure\Streets\Traffic\Transportation Commission\Agendas\2008 R&R\20080515_3101W69thStreetyork_PlaceTraffic_Study.doc
Page 2 of 3 Item IV. a.
EdifffTransportatton Commission
unit market rate apartments and 18,050 sq ft general retail. This is a reduction from the
February 15, 2007 plan of 85 unit senior apartments and 39,000 sq ft general retail. 1A/F -
has entered all the traffic generated from this site into the Southeast Edina Syncro trafti.,
model to evaluate the traffic implications to intersections outside of the scope of study. No
negative impacts are shown further "downstream" in the system.
For the November 16, 2006 ETC meeting:
Recommendation:
Review the attached Traffic Impact Study and if so desired by the Transportation
Commission, adopt a motion recommending that traffic generated from the proposed York
Place (Development) does not adversely affect the adjacent transportation system. Staff also
recommends that a Traffic Demand Management Plan be submitted prior to City Council
review, and any improvements required on West 69th Street and the intersection of West 69th
Street and York Avenue be funded by the Developer.
Info/Background:
Staff has received a proposal for development of 3.7 acres located along the southerly side of
West 69th Street from York Avenue to Xerxes Avenue. The proposed development includes
100 market-rate apartments, 58-60 senior targeted apartments, and 49,000 gross square foot
retail space, see attached fact sheets.
Wenck Associates, Inc. (formerly Benshoof and Associates) submitted a traffic impact study
Staff also contracted with WSB and Associates, Inc. to review this report, see attache,
memorandum from Chuck Rickart regarding the traffic impact study. Mr. Rickart's
memorandum was reviewed with Jim Benshoof and Maury Hooper of Wenck on Monday
afternoon, November 13. Wenck will be submitting responses to Mr. Richart's memorandum
prior to Thursday.
For the February 15, 2007 ETC meeting:
Recommendation:
Review the attached memos dated February 5 & 9 from Jim Benshoof regarding the revised
development plan and if so desired by the Transportation Commission, adopt a motion
recommending that traffic generated from the proposed re-submittal of York Place
(Development) does not adversely affect the adjacent transportation system. Staff still
recommends that a Traffic Demand Management Plan be submitted prior to City Council
review, and any improvements required on West 69th Street and the intersection of West 69th
Street and York Avenue be funded by the Developer.
Info/Background:
Staff received a re-submittal of the proposal for development of 3.7 acres located along the
southerly side of West 69th Street from York Avenue to Xerxes Avenue. The revised
development plan eliminates the 100 market-rate apartments. However, 85 senior targeted
G: Togineering\Infrastructure \Streets \Traffic\Transportation Commission \Agendas \2008 R&R\200805153101W69thStreet_York_PlaceTraffic_Study.doc
Page 3 of 3 Item IV. a.
Edina Transportatton Commission
rental apartments, and 49,000 gross square foot retail space remain, see attached fact
sheets.
Wenck Associates, Inc. (formerly Benshoof and Associates) submitted a traffic impact study
with the first submittal. Staff requested that a reanalysis of the two adjacent intersections be
submitted. Staff also contracted with WSB and Associates, Inc. to review these
memorandums.
G: Tngineering\Infrastructure \Streets \Traffic \Transportation Commission \Agendas \2008 R&R\20080515_3101W69thStreet_York_PlaceTraffic_Study.doc
& Associates, Inc.
Infrastructure • Engineering • Planning • Construction 701 Xenia Avenue South
Suite #300
Minneapolis, MN 55416
Tel: 763 541-4800
Fax: 763 541-1700
Memorandum
To: Wayne Houle, PE, Public Works Director/City Engineer
Jack Sullivan, PE, Assistant City Engineer
City of Edina
From: Chuck Rickart, PE, PTOE
Transportation Engineer
WSB & Associates, Inc.
Date: May 7, 2008
Re: TE Miller Development — York Place
Updated Traffic Study Review
69th Street and York Avenue
City of Edina
WSB Project No. 1686-02
The purpose of this memorandum is to provide an updated review of the TE Miller Development —
York Place Traffic Impact Study. The study was originally reviewed by the Transportation
Commission in February 2007. Since that time, the proposed development has been modified to
include a 114-unit apartment and 18,050 Square Feet of general retail. The previous study included
an 85-unit senior apartment and 39,000 Square Feet of general retail.
There were several issues raised in the previous review specifically with the access and impacts to
69th Street. Based on the previous comments for this development and review of the updated traffic
study, the following additional questions/comments are made:
1. In the purpose and background section, more detail on what and how issues were
addressed in the original Traffic Impact Study. This should also include what agreements
were considered and made as part of the original study.
2. A revised site plan should be included as part of the study. It is unclear if the access
configuration is the same or if it has been revised as part of this new proposal.
3. As part of the comments made in the original study, 70th Street was brought up as a
critical issue in the review. This intersection should be considered in the analysis as
part of one updated study.
4. The previous traffic study only looked at the weekday p.m. peak hour and Saturday
mid-day peak hour for development review. At that time with the senior housing
component, the a.m. peak hour was not as much of a concern. However, with general
apartment use being purposed, the a.m. peak hour will have specific impacts to the
roadway system and should be considered.
GAEogin ming \General \ 60 -69 Streets \ .3101 West 69th Street Developemeat \ 20080507_ChuckRickan_WSB_MEMO-whoule-050708 TE Milky doe
Wayne Houle and Jack Sullivan
City ofEdina-
May 7, 2008
Page 2 of 2
5. As part of the traffic generation section in the previous studies, removal of the trips
from the existing buildings was a concern. This, again, should be documented as part
of this study.
6. The Traffic Analysis was based on the previous traffic study. However, since that
time, the City has developed the Southeast Area Transportation Model which has
documented the existing and anticipated (approved) developments in a traffic model.
This model should be used in the analysis of the impacted roadway system.
7. The analysis should also include queue analysis as requested in the previous
comments for the development plan. Previous concerns raised were with the queue
length storages on the 69th Street approaches to Xerxes and York Avenues. These
intersections, as well as the queue lengths associated with the proposed site access,
should be documented as part of the study.
8. The previous comments from the traffic study included a concern with pedestrian
access issues specifically between 69th and 70th Streets along York Avenue. The
pedestrian system should be documented, and a discussion should be included as part
of the traffic study.
9. As in other studies, a transit component should be provided to document the transit
availability and how the proposed development will utilize transit to help reduce
traffic congestion.
Based on these comments and the general review of the site configuration and traffic impacts, the
proposed development should not have a significant impact on the adjacent street system.
However, additional information should be provided to help document these findings.
WEngineerineCeneralt60
-69 Streets \ 3101 West 69th Street Developement \20080507_ChuckFtkkart_WSB_MEMO-whoule-050700 TE MiIlesstoe
Nemorailaum
1800 Pioneer Creek Center, Maple Plain, MN 55359
Phone: 763-479-4200 Fax: 763-479-4242 Wend<
To: Robb Miller, TE Miller Development
From: Jim Benshooft t%. and Mike KlobucarWte
Date: April 23, 2008
Subject: Update to York Place Traffic Study
PURPOSE AND BACKGROUND
This memorandum provides updates to the traffic analysis performed for the proposed
redevelopment of 3.7 acres immediately south of 69th Street West, between York Avenue and
Xerxes Avenue in Edina, Minnesota. The project location is shown in Figure 1. The initial
traffic study was performed for this development in November 2006 and updated in February
2007. We understand the plan addressed in our February 2007 memorandum had been approved
by the City of Edina. This memorandum presents the results of an update to the analyses
necessitated by recent changes to the development plan. The expected trip generation of the
proposed redevelopment, the proposed access locations and level of service analyses for the
affected intersections are presented in this memorandum.
The proposed redevelopment includes the demolition of the existing buildings on the property,
and the construction of three buildings: two retail buildings totaling 18,050 square feet and a
four-story apartment building containing 114 units. The redevelopment is expected to be
completed in 2009.
Three driveways are proposed to provide access to the site. The access points are described
below:
• York Avenue Access: Right-in right-out (RI/R0) access on York Avenue approximately
160 feet south of 69th Street would provide access to the commercial buildings and to
visitor parking for the residential building.
• 69th Street Access: A full access intersection with 69th Street between York Avenue and
Xerxes Avenue would provide access to the commercial buildings and to visitor parking
for the residential building.
• Xerxes Avenue Access: A full access driveway at Xerxes Avenue approximately 190
feet south of 69th Street would provide access to an underground parking garage serving
residents of the proposed apartments.
The remainder of this memorandum is organized into the following three sections: Traffic
Forecasts, Traffic Analyses and Conclusions.
TA1804 \01 \REPORTIYP - Memo - April 23, 2008.doc
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DEVELOPMENT
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Robb Miller, TE Miller Development
Subject: Update to York Place Traffic Study
Page 3 of 9
April 23, 2008
TRAFFIC FORECAST
Consistent with standard practices for this type of traffic study and with the methodology used
earlier for this development, traffic volume forecasts were developed for 2010, one year after the
expected full build out in 2009. Forecasted turning movement volumes for the Weekday PM and
Saturday mid-day peak hours were developed for the following three scenarios:
• 2006: Peak hour traffic volumes for this scenario were established based on weekday PM
peak period and Saturday mid-day peak period traffic counts completed at the
intersections of York Avenue/69"i Street, Xerxes Avenue/69th Street under typical
conditions.
• 2010 No-Build: To account for natural background traffic growth, existing volumes at
the subject intersections were increased by one percent per year. This factor was
established by careful review of historic traffic volume information in the vicinity and the
recent area studies previously identified. Additional trips due to the Westin Edina
Galleria and the Target expansion also were added to the intersection volumes for this
2010 No-Build scenario.
• 2010 Build: Traffic volumes generated by the proposed retail/residential development
were added to 2010 No-Build volumes and the trips generated by the existing
development were subtracted to determine the 2010 Build volumes.
Trip Generation
Weekday PM peak hour and Saturday mid-day peak hour trip generation for the proposed
residential and retail land uses were estimated based on data presented in the seventh edition of
Trip Generation, published by the Institute of Transportation Engineers (ITE). It is expected that
a small percentage of the gross trips generated by the general retail use will occur internal to the
site (i.e. residential walking to retail. Based on data published in the ITE Trip Generation
Handbook, 2nd Ed., and based on previous studies conducted locally, a reduction of 10 percent
was applied to the gross vehicle trips for the general retail use to establish the net trip generation.
Robb Miller, TE Miller Development
Subject: Update to York Place Traffic Study
Page 4 of 9
April 23, 2008
The resultant net trip generation estimates for the proposed redevelopment are presented in Table
1, along with a comparison to the previous trip generation estimates established in February 2007
for the plan that was approved by the City of Edina. Table 1 shows that the trip generation for
the current plan is less intense than the previously approved plan, with five fewer total trip ends
during the weekday PM peak hour and 59 fewer trip ends during the Saturday mid-day peak
hour.
Table 1: Net Trip Generation for York Place
Land Use I Size
- PM Peak Hour Saturday Peak Hour
Entering I Exiting 1 Total Entering I Exiting Total
Previous Plan Approved by City (trip generation presented in memo dated February 5, 2007)
Residential Apartments - Senior 85 DU 6 4 10 14 11 25
General Retail 39,000 SF 63 69 132 90 84 174
Total , 69 73 142 104 95 199
Current Plan
Residential Apartments - Market 114 DU 51 25 76 32 27 59
General Retail 18,050 SF 30 31 61 42 39 81
Total 81 56 137 74 66 140
/Net Difference I H +12 I -17 I -5 1 -30 -29 I -59
Note: DU = Dwelling Units, SF = Square Feet of Gross Floor Area
Net total trips generated by the proposed general retail can be divided into the following two trip
types:
• New Trips — trips solely to and from the subject use
• Pass-By Trips — existing trips on York Avenue that will include a stop at the proposed
general retail component of the development.
Based on data published by ITE, it is expected that 35% of the trips generated by the retail
development will be pass-by trips on York Avenue.
Trip Distribution and Assignment
Trip distribution percentages for the subject development trips were established based on the
nearby roadway network, existing and expected traffic patterns, and location of the subject
development in relation to major attractions and population concentrations. These distribution
percentages are the same as those used in the previous traffic analyses.
Robb Miller, TE Miller Development
Subject: Update to York Place Traffic Study
Page 5 of 9
April 23, 2008
The distribution percentages for new trips for the proposed residential and general retail uses are
as follows:
Residential Distribution:
• 25% to/from the north on York Avenue
• 20% to/from the south on York Avenue
• 35% to/from the west on 69th Street W.
• 10% to/from the north on Xerxes Avenue
• 5% to/from the south on Xerxes Avenue
• 5% to/from the east on 69th Street W.
General Retail Distribution:
• 25% to/from the north on York Avenue
• 25% to/from the south on York Avenue
• 35% to/from the west on 69th Street W.
• 10% to/from the north on Xerxes Avenue
• 5% to/from the east on 69th Street W.
The following percentages were used for distribution of pass-by trips on York Avenue:
Weekday PM peak hour: Saturday mid-day peak hour:
• 45% from the north • 52% from the north
• 55% from the south • 48% from the south
The development trips were assigned to the surrounding roadway network using the preceding
trip distribution percentages. Traffic volumes were established for all the forecasting scenarios
described earlier during both the weekday PM peak hour and the Saturday mid-day peak hours.
The resultant traffic volumes are presented in Figure 2 and Figure 3 respectively.
89th St. W 1.>
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2006
2010 NO-BUILD
IF_ 2010 BUILD
XX/XX/XX NOT TO SCALE
TRAFFIC IMPACT STUDY FIGURE 2
FOR YORK PLACE WEEKDAY PM
DEVELOPMENT PEAK HOUR
TRAFFIC VOLUMES
Wend<
69th St. W
78/81/83 4-82/89/106
43/48/63 4— 203/218/227
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Xerxes Access
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2010 NO-BUILD
2010 BUILD
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TRAFFIC IMPACT STUDY
FOR YORK PLACE
DEVELOPMENT
FIGURE 3
SATURDAY MID-DAY
PEAK HOUR
TRAFFIC VOLUMES
Wend<
Robb Miller, TE Miller Development
Subject: Update to York Place Traffic Study
Page 8 of 9
April 23, 2008
TRAFFIC ANALYSES
Level of Service Analysis
Level of service analyses were completed for intersections of York Avenue/69th Street, Xerxes
Avenue/69th Street and the access driveways using the 2010 build volumes for both the weekday
PM and Saturday mid-day peak hours using Synchro software. Level of service results range
from A to F. LOS A represents the best intersection operation, with very little delay for each
vehicle using the intersection. LOS F represents the worst intersection operation, with excessive
delay for each vehicle using the intersection. Most transportation agencies consider that LOS D
represents the minimum acceptable LOS for normal peak traffic conditions.
The analysis of the 69th Street/York Avenue intersection is based on signal timing parameters
provided by Hennepin County Transportation Department. The delays and levels of service for
the intersections of York Avenue/69th Street, Xerxes Avenue/69th Street and the access driveways
are shown in Table 2. Each of the study intersections are expected to operate at LOS C or better
during the weekday PM and Saturday mid-day peak hours.
Table 2: 2010 Build Delays and Levels of Service
Intersection
PM Peak Hour Saturday Peak Hour
Delay
(sec/veh) LOS Delay
(sec/veh) LOS
,
Signalized Intersections
York Avenue & 69th Street 0 28.9 I C I 27.8 I C
Unsignalized Intersections
Xerxes Avenue & 69th Street 10.9 B 8.9 A
York Avenue Access 13.6 B 13.3 B
69th Street Access 11.5 B 10.5 , B
Xerxes Avenue Access 9.9 A 9.5 A _
Note: Delay for unsignalized intersections shown for stop-controlled approaches only.
Robb Miller, TE Miller Development
Subject: Update to York Place Traffic Study
Page 9 of 9
April 23, 2008
Review of Site Access Locations
The proposed access locations were reviewed to determine if they would provide safe and
satisfactory operations during the weekday PM and Saturday mid-day peak hours. The results
are summarized below.
• York Avenue Access: The forecasted volumes, expected level of service and spacing of
the proposed right-in right-out access on York Avenue were investigated to determine if
traffic operations at the intersection would be adequate. The review indicated that safe
and satisfactory traffic operations would be expected at this access location.
• 69th Street Access: The forecasted volumes and expected level of the proposed full
access driveway on 69th Street were investigated to determine if traffic operations at the
intersection would be adequate. The current plan shows that the proposed driveway is
approximately 40 feet west of the existing driveway on the north side of 69th Street. This
offset would cause difficulties. It is recommended that the driveway be relocated to the
east to align with the existing driveway on the north side of 69th Street. If the access was
aligned with the north driveway, safe and satisfactory traffic operations would be
expected at this access location.
• Xerxes Avenue Access: The forecasted volumes and expected level of the proposed full
access driveway on Xerxes Avenue were investigated to determine if traffic operations at
the intersection would be adequate. The review indicated that safe and satisfactory traffic
operations would be expected at this access location.
CONCLUSIONS
The principal findings from this traffic analysis are:
• The significant reduction in retail space in the current redevelopment plan from the plan
approved by the City in early 2007 results in five fewer total trip ends during the
weekday PM peak hour and 59 fewer trip ends during the Saturday mid-day peak hour.
• Level of service analyses indicate the five subject intersections would be able to
effectively accommodate the projected 2010 traffic volumes. All intersections would
operate at LOS C or better during the weekday PM and Saturday mid-day peak hours.
• The driveways shown in the current development plan on York Avenue and Xerxes
Avenue are expected to provide safe and satisfactory operations. If the access 69th is
aligned opposite the existing driveway on the north side of 69th Street, this driveway also
would provide effective operations.
Parking Summary
Commercial
Level Stale
GARAGE
1
'Totals
113
113
Parking Requirements
Stalls Rata,
8 per 1000 id
per 1000 el (2,000sf -15,000N)
5 per 1000 el (15,000 sf and above)
Required ProvIded
84
15
Toad 107 113
1
Residential
penal 1.5 per otitis
Guest Parking
221 271
POD -8 parkkg requirements
Total
Net total parking required
Required
114 OYER 1500 st)
114
Provided
139
19
158
Total
139
132
271
Residential
Stalls
139
19 (GUEST)
158
Larkin
Hoffman ATTORNEYS
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Building Summary
Commercial Residential: 4 Story Below grade parldng
Level Gross SF Gross SF Units Gross SF
Garage 51,310 GSF
1 18,000 at 33,800 at 27
2 33,510 if 29
3 33,510 if 29
4 33,510 sl 29
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landscap
archlrecture
Current development plan:
- Retail. 18,000 sq.ft.GFA total area.
- Residential. 114 market-rate residential apartment dwelling units.
Previous development plan used for traffic analysis in report dated February 2007:
- Retail. 45,974 sq.ft.GFA total area, of which 39,000 sq.ft.GFA was for active retail space and 6,974 sq.ft
was for lobby, entry, and building services.
- Residential. 85 market-rate residential aparments.
Based on the preceding differences in development characteristics, the trip generation for the current plan
is less intense than the former plan during both the weekday p.m. peak hour and the Saturday mid-day
peak hour, as presented in the following table:
APPROXIMATE WALE Weekday PM peak hour
Levels of service
Weekday PM Peak Hour and Saturday Mid-day Peak Hour
Trip Generation for Current Proposed Development Plan, as Compared to Previous Proposed
Plan
Land Use Size Unit (')
Weekday PM
Peak Hour
Trips
Saturday Mid-
day Peak Hour
Trips
In Out In Out I PREVIOUS PLAN CURRENT PLAN Residential Apts. Market 114 DU 51 25 32 27
General Retail (2) 18,000 SF 30 31 42 39
TOTALS FOR CURRENT PLAN 81 56 74 66
Residential Apts. - Senior 85 DU 6 4 14 11
General Retail (2) 39,000 SF 63 69 90 84
TOTALS FOR PREVIOUS PLAN 69 73 104 95
NET DIFFERENCE +12 -17 -30 -29
LEGEND
0 INTERSECTION LOS
[—I STOP CONTROL
LOS
XX 2009 NO-BUILD/2009 SOLO
(1) DU = Dwelling Units; SF = Gross Square Footage
(2) Exclusive of entry/building services and retail lobby
LEGEND
0 INTERSECTION LOS
ri STOP CONTROL
LOS
X/X 2009 NO-BUILD/2009 BUILD Saturday Mid-Day peak hour
Levels of service
With this reduction in trip generation, the traffic implications of the York Place Development will be less
than presented in our report dated February 2007. As presented before, we are confident that the adjacent
roadways will be able to effectively accommodate trips generated by the proposed development.
APPAOXIMATE SCAB
100'
Larkin
Hojfin“ogni TE Miller
D•velopment, LLC
jraffic Study
106-0095.3 Proposed Access Plan
April 28, 2008
DJ ARCHITECTURE
7
Memorandum
1800 Pioneer Creek Center, Maple Plain, MN 55359
Phone: 763-479-4200 Fax: 763-479-4242
Mend<
To: Tom E. Miller, TE Miller Development, Inc.
From: Jim Benshoof CS
Date: February 9,2007
Subject: Supplemental Traffic Forecasts and Analyses for Revised Plans for York Place
Development
Wenck File # 1804-01
We submitted a memorandum dated February 5, 2007, to address changes in trip generation
characteristics for your proposed York Place Development in the City of Edina that would occur
in conjunction with your revised development plans. This memorandum indicated that your
revised development plans would generate fewer trips than your prior development plan during
both the weekday p.m. peak hour and the Saturday mid-day peak hour. Specifically, during the
weekday p.m. peak hour, your revised development plans would generate a total of 142 vehicle
trip ends, which is 17 percent fewer than the 172 trip ends that would be generated under your
prior plans. During the Saturday mid-day peak hour, your revised development plans would
generate a total of 199 vehicle trip ends, which is 13 percent fewer than the 230 trip ends that
would be generated under your prior plans.
Following receipt of our February 5th memorandum, City staff requested additional information
regarding traffic forecasts and level of service results for the intersections of 69th Street with
York Avenue and Xerxes Avenue. This memorandum is to provide the additional requested
information.
Accounting for the specific current development plan, the revised traffic volumes for the two
intersections on 69th Street are shown in the enclosed figure entitled, "Revised 2009 Build Peak
Hour Volumes." For both the weekday and Saturday peak hours, this figure shows two sets of
turning movement volumes for both intersections: a) 2009 build volumes as presented in our
original report dated November 2, 2006 and b) 2009 build volumes with current development
plan. Due to the reduced trip generation for the development, this figure shows that most
movements influenced by the proposed development will experience a slight reduction from the
prior 2009 build projections. The only exception to this pattern is a slight increase at the 69th
Street/Xerxes Avenue intersection in movements between the west on 69th Street and the south
on Xerxes Avenue. The reason for this slight increase is that the current proposed access for the
residential component of the development is on Xerxes Avenue, whereas the primary residential
access under the prior plan was on 69th Street.
Using the revised 2009 build volumes shown in the enclosed figure, we completed updated
capacity analyses for the two subject intersections. As shown in the following table, the results
indicate that intersection delays would be slightly reduced from the prior 2009 build conditions.
Memorandum to Tom E. Miller, TE Miller Development, Inc.
Subject: Traffic Forecast and Analysis Update for York Place Development
Page 2 of 2
February 9,2007
Capacity Analysis Results for 2009 Build Volumes with Current and Prior
York Place Development Plans
INTERSECTION
WEEKDAY P.M. PEAK HOUR
LEVEL OF SERVICE AND
AVERAGE DELAY FOR
OVERALL INTERSECTION
SATURDAY PEAK HOUR LEVEL
OF SERVICE AND AVERAGE
DELAY FOR OVERALL
INTERSECTION
CURRENT
PLAN
PRIOR PLAN CURRENT
PLAN
PRIOR PLAN
69t1 Street and
York Avenue
C — 28.7 sec. C — 28.9 sec. C — 27.4 sec. C — 27.7 sec.
69th Street and
Xerxes Avenue
B — 10.9 sec B — 11.0 sec A — 8.8 sec. A — 8.8 sec.
The traffic forecasts and capacity analysis results presented in this memorandum confirm that
traffic implications of the current proposed York Place Development plans will be less than for
the prior development plans. Thus, the conclusions presented in our report dated November 2,
2006, remain valid.
it
NOT TO SCALE
2009 BUILD volumes In
I
November 2, 2006 report
2009 BUILD volumes with
r current proposed development
MAO(
69th St. W
0
4_3/3
4-157/156
14/14
17/16
102/101 ->
19/30
*I 4, 6
zi-gt 4-110 10
(-115/111
4L1 sr 81/78
204/204 -zr
107/101 ->
188/186 244
Weekday P.M. Peak Hour Volumes
85/82 (-120/117 -69/O7 015
0
41-2/2 4-159/158 - 25/25 69th St. W
24/24 --4264/283 -4 41 14 CD %
34/39 --4# §R.R.
t 191/191 -4'
206/200 ->
146/146
Saturday Peak Hour Volumes
,(711as Wenck
Wenck Associates, Inc. 1800 Pioneer Creek Center
Environmental Engineers Maple Plain, MN 55359
TRAFFIC STUDY UPDATE FOR
YORK PLACE DEVELOPMENT
REVISED 2009 BUILD
PEAK HOUR VOLUMES
MemoraNum
1800 Pioneer Creek Center, Maple Plain, MN 55359
Phone: 763-479-4200 Fax: 763-479-4242 1Wenck
To: Wayne Houle, PE
City of Edina
%s1C4. From: Jim Benshoof, PE
Wenck Associates, Inc.
Maury Hooper, PE, PTOE 1444
Wenck Associates, Inc.
Date: 11/15/2006
Subject: Responses to City Traffic Study Review Comments
69th Street W. & York Avenue — TE Miller Development
Wenck File #1804-01
This memorandum provides responses to traffic study comments offered, on behalf of the City,
by WSB & Associates, Inc. in a memorandum from Chuck Rickart to Wayne Houle dated
November 13, 2006.
Comment #1:
The traffic analysis and forecast were completed for the PM peak hour and mid-day peak hour
on typical Saturday conditions. With the anticipated residential land use, the AM peak hour
tends to have high traffic generation. Was this condition ruled out for a specific reason?
Response:
The weekday PM peak hour and Saturday mid-day peak hours are considered to be the
critical time periods for this traffic impact study. Review of volumes from a nearby
Automatic Traffic Recorder (ATR) located on York Avenue just south of 70th Street
indicates weekday AM peak hour volumes are significantly lower than weekday PM peak
hour volumes and Saturday mid-day peak hour volumes. The difference between these
peak hour periods is further supported by results presented in the traffic impact study for
the Westin Edina Galleria development (RLK December 8, 2005). In addition to existing
volumes being lower in the AM peak hour, trip generation for the proposed development
also will be lower during this hour than during the PM peak hour and Saturday mid-day
peak hour.
T: \ 804 \ 01 \ REPORT \ 111506 RESPONSE MEMO.doc
Memorandum Wayne Houle, PE — City of Edina
Subject: 69th Street W. & York Avenue
Page 2 of 8
November 15, 2006
Comment #2:
Traffic counts were conducted at the intersections of 69' Street and York Avenue and 69th Street
at Xerxes Avenue. No traffic counts were conducted at the existing driveways or any of the
adjacent access locations. In order to anticipate the actual reduction in traffic generated from
this site, a more accurate representation would be to count existing driveways from the site, as
well as the driveways to adjacent development across 69" Street where traffic will be conflicting
with traffic entering and exiting the proposed development.
Response:
Additional weekday PM peak hour volume data was gathered on November 14, 2006 for
the driveway approaches on the north side of 69th Street W. This data was incorporated
into the LOS analysis results presented in supplemental Figures 7A and 8A. See
response to comment #3 for discussion regarding reduction in trips due to the existing
occupied office building.
Comment #3:
The traffic generation section references the removal of trips from the traffic analysis for the
existing conditions. How was this accomplished? Were these trips removed based on the similar
traffic distribution as residential or retail, or were they removed in another fashion? A figure
should be provided that illustrates the reduction of traffic from the street system.
Response:
An adjustment to account for vehicle trips associated with the existing office land use
was made for the western office building only (34 total trips during weekday PM peak
hour and 9 total trips during Saturday mid-day peak hour). This land use will no longer
exist after the redevelopment. Therefore, trips associated with the existing west office
building were removed for analysis purposes. Trip reduction for the existing office use
was based on rates presented in the ITE Trip Generation, 7 ' Ed. We are confident that
these trip estimates are valid and not substantially different than if actual counts were
recorded. These trips were removed in accordance with the following distribution
percentages:
o 25% to/from the north on York Avenue
o 25% to/from the south on York Avenue
o 35% to/from the west on 69th Street W.
o 10% to/from the north on Xerxes Avenue
o 5% to/from the east on 69th Street W.
Memorandum Wayne Houle, PE — City of Edina
Subject: 69th Street W. & York Avenue
Page 3 of 8
November 15, 2006
Comment #4:
The traffic distribution percentages were developed based on the existing and expected traffic
patterns. How do these traffic patterns compare to those of the proposed Target Development
and the Westin Edina Gallery Development?
Response:
Traffic distribution used for this project is consistent with the distribution patterns and
percentages presented in the Target Expansion and Westin Edina Galleria Development.
On a macro level, the general distribution north/south/east/west presented in the previous
studies is roughly 40/40/10/10, respectively. At the same level, this study's
north/south/east/west distribution is 40/35/15/10, respectively. Easterly trips are
weighted slightly higher due to the higher residential component and convenient access
routes to Penn Avenue.
Comment #5:
The proposed access plan indicates the driveway from York Avenue will be a right-in only. The
site plan shows a wide driveway entering the site. How will it be ensured that traffic will not exit
the site using this as a right-out also?
Response:
Appropriate traffic signs will be installed to restrict use of this driveway to incoming
movements only.
Comment #6:
The study indicates there will be one to two truck deliveries per day that use the access from
York Avenue and exit via Xerxes Avenue. Truck-turning templates should be shown indicating
that a truck can make the turns from these accesses onto and off of the City streets.
Response:
Based on information obtained from the developer, one to two large trucks per week will
access the site loading docks. Additional truck volume is expected to consist of 15
courier-type trucks per week. A plan drawing including truck-turning templates will be
created and submitted to Wayne Houle to ensure adequate truck ingress/egress
operations.
Memorandum Wayne Houle, PE — City of Edina
Subject: 69th Street W. & York Avenue
Page 4 of 8
November 15, 2006
Comment #7:
In general, the access plan appears to be reasonable. Lining up the access point on 69th Street
across the existing use on the north side will have benefits in the overall operation in the area.
Response:
We concur.
Comment #8:
The level of service (LOS) and queue analysis does not appear to be complete. The stacking
lengths and queuing lengths are only shown for the 69th Street at York Avenue intersection. The
queuing lengths and stacking lengths should also be shown for the other accesses on 69" Street
as well as the intersection of Xerxes Avenue. The primary concern is with the amount of left-turn
storage between the two access points on 69" Street being adequate to accommodate that traffic.
Response:
The amount of left turn storage between the two proposed access points provides
sufficient storage to accommodate the expected volumes. Supplemental Tables 3a and 4a
have been prepared to illustrate the available storage capacity and the expected queue
lengths to be accommodated for weekday PM peak hour and Saturday mid-day peak hour
conditions, respectively.
Comment #9:
What is the impact of the traffic on 69" Street entering the development to the north interacting
with traffic entering the development site?
Response:
Additional weekday PM peak hour counts were performed to record existing volumes
entering and exiting this driveway on the north side of 69th Street W. The total weekday
PM peak hour volumes using this driveway is as follows: zero eastbound left turns, five
westbound right turns, six southbound left turns, and two southbound right turns. Based
on data published in the ITE Trip Generation Manual, 7" Ed., an expansion factor of 10
percent was applied to weekday PM peak hour volumes to arrive at Saturday mid-day
peak hour approach volumes for analysis purposes. These volumes were incorporated
into the analysis which accounts for their influence accordingly. LOS results are
presented in supplemental Figures 7A and 8A for weekday PM peak hour and Saturday
mid-day peak hour conditions, respectively.
Memorandum Wayne Houle, PE — City of Edina
Subject: 69th Street W. & York Avenue
Page 5 of 8
November 15, 2006
Comment #10:
The LOS analysis shows that the intersections operate at satisfactory LOS in an overall
condition. However, after review of the stacking lengths and 95th percentile queue lengths, it
appears that the LOS of the specific left-turn movement may be a concern. If these movement
are at LOSE or F, that would raise an issue.
Response:
Supplemental Figures 7A and 8A have been prepared to illustrate the individual LOS
results for each movement. In all cases, the resultant LOS for the 2009 Build condition
are no worse than existing LOS for all left turn movements. It is noted that all left turn
movements at York are currently operating at LOS E and will continue to do so under all
study scenarios. Given that the intersection of 69th Street W. and York Avenue operates
at an overall LOS C, it is important to not that this LOS E condition for left turns is not
unusual and does not constitute a problem.
Comment #11:
The discussion in the report also indicates that there are no queuing problems identified for the
commercial and/or residential accesses on 69th Street. Again, how was this calculated and what
are the actual queue lengths and storage capacities.
Response:
Queue lengths were calculated using the Synchro analysis software (v 6.0).
Supplemental Tables 3a and 4a have been prepared to illustrate the available storage
capacity and the expected queue lengths for the development access locations along 69th
Street W. As noted in these tables, no discernable queuing is expected to occur for left
turn movements from 69th Street W. to driveways on the north or south sides of the street.
This result occurs due to the combination of limited left turn volumes and limited
opposing traffic on 69th Street W.
NOT TO SCALE
INTERSECTION LOS
IT!
A/NA -6 A/A/A A/A/A nit
Xerxes Access
t
<
<4r •C
7? 4-NNA 4-A/NA .4j41, f—NNA
trID
TIT
LEGEND
Right-In Only
4
FF 2006 EXISTING LOS
2009 NO-BUILD LOS
- 2009 BUILD LOS
XX
Wenck
%auk Associat4s, Iw 1800 Pioncia. Cre.4k Colter
Enviroitimittal Engincm MaplaPhin, MN 55359
TRAFFIC IMPACT STUDY
FOR 69TH STREET W & YORK
AVENUE DEVELOPMENT
*Although the volume for this movement under the no-build condition is lower than the volume for the build condition, the LAS is better for the build condition. This Is a dkect
rest* of optimization in Synch*. In Synchro, each analysis scenario is optimized to
Cdteththenebeest overall intersection performance, which affects individual movement delays
, delaxtrottitzmovement increases although volume for that movement decreases, and vice versa. other movements may have been affected in this manner, it only
becomes apparent * LOS for this movement, because the delay value is near the upper
threshold of LOS C (or lower threshold of LOS 0).
FIGURE 7A
WEEKDAY P.M. PEAK HOUR
LEVELS OF SERVICE
LEGEND
Right-In Only
Xences Access
NTERSECTION LOS
NOT TO SCALE
2006 EXISTING LOS
2009 NO-BUILD LOS
I F 2009 BUILD LOS
XX
04L1.6
A/A/A -6
AIA/A
NA/A,
4-A/NA 4-A/A/A
f -A/A/A
A/A/A --ti"
A/A/A ""+
A/A/A -1, Z7?
..L,matiWenck Algsociates, lib:, soo cro:k c..„1,140,
Environmcntal Engimcrs \ lank Plain. MN 5359
TRAFFIC IMPACT STUDY
FOR 69TH STREET W & YORK
AVENUE DEVELOPMENT
FIGURE 8A
I
J
SATURDAY PEAK HOUR
LEVELS OF SERVICE
/A -> -HA
TABLE 3a
Weekday P.M. Peak Hour Level of Service and Queuing Results'
INTERSECTION
LOS STACKING AND 95114 PERCENTILE QUEUE LENGTHS FOR LEFT TURN LANES2
2006 2009
No Build
2009
Build
2006 2009 No Build 2009 Build
Stacking
Length
95th Percentile
Queue Length
Stacking
Length
95th Percentile
Queue Length
Stacking
Length
95th Percentile
Queue Length
69th St. W./York Ave. C C C
NBL — 110' NBL — 157' NBL — 110' NI3L — 162' NBL — 110' NBL — 164'
SBL - 185' SBL — 73' SBL - 185' SBL — 75' SBL - 185' SBL — 105'
EBL — 155' EBL - 205' EBL — 155' EBL — 226' EBL — 155' EBL — 228'
WBL - 140' WBL —80' WBL - 140' WBL —85' WBL - 140' WBL — 107'
69th St. W./West Access
(Commercial Only) - - B - - - WBL — 100' WBL — 0'
69th St. W./East Access
(Residential Only) _ _ B - - - - EBL —100' EBL —0'
.. - - - WBL —50' WBL —0'
69th St. W./Xerxes Ave. B B B - - - - - -
Xerxes Ave./South Access - - A - - - - -
LOS shown for signalized and all-way stop controlled intersections are for the intersection as a whole. LOS shown for two-way (one-way for 1-intersections) stop controlled intersections is for the
critical minor street left turn movement.
2 Queuing results are shown shaded for turning movements for which the 95th percentile queue exceeds the available stacking length.
TABLE 4a
Saturday Mid-Day Peak Hour Level of Service and Queuing Results'
INTERSECTION
LOS STACKING AND 95TM PERCENTILE QUEUE LENGTHS FOR LEFT TURN LANES2
2006 2009
No Build
2009
Build
2006 2009 No Build 2009 Build
Stacking
Length
95th Percentile
Queue Length
Stacking
Length
95th Percentile
Queue Length
Stacking
Length
95th Percentile
Queue Length
69th St. W./York Ave. C C C
NBL — 110' NBL — 157' NBL — 110' NBL — 162' NBL — 110' NBL — 164'
SBL - 185' SBL — 73' SBL - 185' SBL — 75' SBL - 185' SBL — 105'
EBL — 155' EBL - 205' EBL — 155' EBL — 226' EBL — 155' EBL — 228'
WBL - 140' WBL —80' WBL - 140' WBL —85' WBL - 140' WBL — 107'
69th St. W./West Access
(Commercial Only) - B - - - - WBL — 100' WBL — 0'
69th St. W./East Access
(Residential Only) - - B - - EBL — 100' EBL —0'
_ - - - WBL —50' WBL —0'
69th St. W./Xerxes Ave. A A A - - - -
, Xerxes AveJSouth Access - - A - - - - - -
LOS shown for signalized and all-way stop controlled intersections are for the intersection as a whole. LOS shown for two-way (one-way for 1-intersections) stop controlled intersections is for the
critical minor street left turn movement.
2 Queuing results are shown shaded for turning movements for which the 95th percentile queue exceeds the available stacking length.
A
WSEV
Infrastructure • Engineering • Planning • Construction 701 Xenia Avenue South
Suite #300
Minneapolis, MN 55416
Tel: 763 541-4800
Fax: 763 541-1700
Memorandum
To: Mr. Wayne Houle, PE
Public Works Director
City of Edina
From: Chuck Rickart, PE, PTOE
Transportation Engineer
WSB & Associates, Inc.
Date: November 13, 2006
Re: TE Miller Development
Traffic Study Review
69Th Street and York Avenue
City of Edina
WSB Project No. 1686-02
As you requested, we have reviewed the Traffic Impact Study prepared by Wenck Associates,
Inc. for the proposed TE Miller Development located south of 69th Street between York Avenue
and Xerxes Avenue in the City of Edina. Based on our review of the Traffic Impact Study, the
following questions/comments are made:
1. The traffic analysis and forecast were completed for the PM peak hour and mid-day
peak hour on typical Saturday conditions. With the anticipated residential land use,
the AM peak hour tends to have high traffic generation. Was this condition ruled out
for a specific reason?
2. Traffic counts were conducted at the intersections of 69th Street and York Avenue and
69th Street at Xerxes Avenue. No traffic counts were conducted at the existing
driveways or any of the adjacent access locations. In order to anticipate the actual
reduction in traffic generated from this site, a more accurate representation would be
to count existing driveways from the site, as well as the driveways to adjacent
development across 69th Street where traffic will be conflicting with traffic entering
and exiting the proposed development.
3. The traffic generation section references the removal of trips from the traffic analysis
for the existing conditions. How was this accomplished? Were these trips removed
based on the similar traffic distribution as residential or retail, or were they removed
in another fashion? A figure should be provided that illustrates the reduction of
traffic from the street system.
ANNEIMMIK
& Associates, Inc.
GAEngineerntg1GeneralMO • 69 Streets \ 3101 \Vest 69th Street Developemen0WSB Traffic MEMO-whoule-111306 doc
Mr. Wayne Houle, PE
Diiietor
City of Edina
November 13, 2006
Page 2 of 2
4. The traffic distribution percentages were developed based on the existing and
expected traffic patterns. How do these traffic patterns compare to those of the
proposed Target Development and the Westin Edina Gallery Development?
5. The proposed access plan indicates the driveway from York Avenue will be a right-in
only. The site plan shows a wide driveway entering the site. How will it be ensured
that traffic will not exit the site using this as a right-out also?
6. The study indicates there will be one to two truck deliveries per day that use the
access from York Avenue and exit via Xerxes Avenue. Truck-turning templates
should be shown indicating that a truck can make the turns from these accesses onto
and off of the City streets.
7. In general, the access plan appears to be reasonable. Lining up the access point on
69th Street across the existing use on the north side will have benefits in the overall
operation in the area.
8. The level of service (LOS) and queue analysis does not appear to be complete. The
stacking lengths and queuing lengths are only shown for the 69th Street at York
Avenue intersection. The queuing lengths and stacking lengths should also be shown
for the other accesses on 69th Street as well as the intersection of Xerxes Avenue.
The primary concern is with the amount of left-turn storage between the two access
points on 69th Street being adequate to accommodate that traffic.
9. What is the impact of the traffic on 69th Street entering the development to the north
interacting with traffic entering the development site?
10. The LOS analysis shows that the intersections operate at satisfactory LOS in an
overall condition. However, after review of the stacking lengths and 95th percentile
queue lengths, it appears that the LOS of the specific left-turn movement may be a
concern. If these movement are at LOS E or F, that would raise an issue.
11. The discussion in the report also indicates that there are no queuing problems
identified for the commercial and/or residential accesses on 69th Street. Again, how
was this calculated and what are the actual queue lengths and storage capacities.
Based on these comments and the general review of the site configuration and traffic impacts, the
proposed development should not have significant impacts on the adjacent street system.
However, additional information should be provided to document these findings.
G:lagineering1General160 - 69 Streets13101 West 69th Street DevelopementIWSB Traffic MEMO-whoule-111306.doc
Memo/warn
1800 Pioneer Creek Center, Maple Plain, MN 55359
Phone: 763-479-4200 Fax: 763-479-4242 1Wenck
To: Tom E. Miller, 1EMiller Development, Inc.
From: Jim Benshoof, PE
Maury Hooper, PE, P OE 1.414-
Date: 11/02/2006
Subject: Traffic Study Results for the Proposed Retail and Residential Development at 69th
Street W. and York Avenue.
Wenck File # 1804-01
BACKGROUND
TEMiller Development, Inc. proposes to redevelop approximately 3.7 acres immediately south of
69th Street W. between York Avenue and Xerxes Avenue. A project location map is provided in
Figure 1.
The existing property contains two office buildings. The building located closest to York
Avenue contains approximately 23,000 SF of leased office space and is currently 100 percent
occupied. The other office building is unoccupied. There are five existing access driveways to
the property; one right-in/right-out (RI/RO) driveway on York Avenue, one RI/RO driveway and
one full-access driveway on 69th Street W., and two full-access driveways on Xerxes Avenue.
The proposed development plan removes the existing land uses and replaces them with the
following uses, as shown in Figure 2.
• 14-story residential tower containing 100 apartment rental units
• 4-story "senior" residential building containing 60 apartment rental units
• 38,500 SF of retail space
Full completion of the development is expected to occur by 2008. The proposed development
plan reduces the number of access points from five existing to four proposed, with a right-in only
driveway on York Avenue, a full-access "commercial only" driveway on 69th Street W, a full-
access "residential only" driveway on 69th Street W, and a full-access driveway on Xerxes
Avenue.
Compared to the existing uses, the proposed development will be more pedestrian friendly,
because building entrances will be directly connected with public sidewalks, rather than across
parking lots.
T:\ 18041ARREPORT010206 Memo 69th & York.doc
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PROJECT
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DR.
414WERRy W. 69th ST.
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list
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I. 74t1, ST.
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Wenck
Wenck Associates, Inc. 1800 Pioneer Creek Center
Environmental Engineers Maple Plain, MN 55359
TRAFFIC IMPACT STUDY
FOR 69TH STREET W & YORK
AVENUE DEVELOPMENT
FIGURE 1
PROJECT LOCATION
Wenck
Wenck Associates, Inc. 1800 Pioneer Creek Center
Environmental Engineers Maple Plain, MN 55359
TRAFFIC IMPACT STUDY FOR
69TH STREET W & YORK AVENUE
DEVELOPMENT
FIGURE 2
CURRENT SITE PLAN
'116
Memorandum to Tom E. Miller, TEMiller Development, Inc.
Subject: 69' Street W & York Avenue Traffic Study
Page 4 of 20
November 2, 2006
PURPOSE
This study evaluates the impact of traffic generated by the proposed retail/residential
development on the operation and safety of the adjacent roadway network. Specifically, this
study addresses the following key traffic questions identified by the City staff:
1. What is the impact of traffic generated by the proposed development on the 69th
Street/York Avenue and 69th Street/Xerxes Avenue intersections?
2. Is the proposed access plan and internal site circulation feasible?
3. What is the recommended roadway layout for 69th Street between York Avenue and
Xerxes Avenue?
This traffic study work carefully accounted for the following two previously completed traffic
impact studies:
• Westin Edina Galleria — RLK (December 8, 2005)
• Target Southdale Expansion — RLK (November 9, 2005)
EXISTING CONDITIONS
Existing geometrics and traffic control at the two subject intersections are as follows:
• 69th Street W./York Avenue This intersection is presently controlled by a traffic
signal, which provides protected only left turn movements on all approaches. The
north approach provides one left turn lane, two through lanes, and one channelized
right turn lane. The south approach provides one left turn lane, one through lane, and
one through-right turn lane. The east approach provides one left turn lane, one
through lane, and one through-right turn lane. The west approach provides one left
turn lane, one through lane, and one through-right turn lane. All four approaches
include landscaped center median islands. The speed limit for York Avenue is 35
mph. The speed limit for 69th Street W. is 30 mph.
• 69th Street 'W./Xerxes Avenue This intersection is presently controlled by stop signs
on all four approaches. The north, south, and east approaches provide one left-
through-right turn lane. The west approach provides one through-left turn lane and
one right turn lane. The speed limit for all four approaches is 30 mph.
Memorandum to Tom E. Miller, TEMiller Development, Inc.
Subject: 69th Street W & York Avenue Traffic Study
Page 5 of 20
November 2, 2006
In the vicinity of the subject intersections, York Avenue is an urban, four-lane divided roadway,
Xerxes Avenue is an urban two-lane undivided roadway, and 69th Street W. is an urban four-lane
divided roadway with a transition to a two-lane undivided roadway immediately west of Xerxes
Avenue. Further discussion regarding the existing geometry and access configuration of 69th
Street W. is provided in the Traffic Analysis section.
To better understand existing traffic conditions at the subject intersections, turning movement
counts were completed during the PM peak period on a typical weekday (October 12, 2006) and
during the mid-day peak period on a typical Saturday (October 14, 2006). Existing peak hour
volumes are presented in the Traffic Forecast section.
TRAFFIC FORECASTS
To effectively address the traffic questions presented at the beginning of this memorandum,
traffic forecasts were completed for the year 2009. It is standard practice to analyze traffic
conditions for the year after full completion of the proposed development. Specifically, weekday
PM peak hour and Saturday mid-day peak hour traffic volumes were developed for the two
subject intersections plus the proposed site access driveways. Analysis of each intersection
includes the following three scenarios:
• Existing (2006)
• 2009 No-Build
• 2009 Build
The following methodology was used to develop traffic volumes for the above three scenarios:
• Existing (2006). Peak hour traffic volumes for this scenario were established based on
weekday PM peak period and Saturday mid-day peak period traffic counts completed at
the two subject intersections under typical conditions.
• 2009 No-Build. To account for natural background traffic growth, existing volumes at
the subject intersections were increased by one percent per year. This factor was
established by careful review of historic traffic volume information in the vicinity and the
recent area studies previously identified. Additional trips due to the Westin Edina
Galleria and the Target expansion also were added to the intersection volumes for this
2009 No-Build scenario.
• 2009 Build. Traffic volumes generated by the proposed retaillresidential development
were added to 2009 No-Build volumes to determine the 2009 Build volumes.
Memorandum to Tom E. Miller, TEMiller Development, Inc.
Subject: 69th Street W & York Avenue Traffic Study
Page 6 of 20
November 2, 2006
Trip Generation
Weekday PM peak hour and Saturday mid-day peak hour trip generation for the proposed
residential and retail land uses were estimated based on data presented in the seventh edition of
Trip Generation, published by the Institute of Transportation Engineers (ITE). It is expected that
a small percentage of the gross trips generated by the general retail use will occur internal to the
site (i.e. residential walking to retail or adjacent office walking to retail). Based on data
published in the ITE Trip Generation Handbook, 2"d Ed., and based on previous studies
conducted locally, a reduction of 10 percent was applied to the gross vehicle trips for the general
retail use. The resultant net trip generation estimates for the proposed development are presented
in Table 1, along with trip generation estimates for the former uses on the subject property.
TABLE 1
Typical Weekday PM Peak Hour and Saturday Mid-day Peak Hour
Trip Generation for the Former Land Uses and Proposed Land Uses
Land Use Size Unit (I)
Weekday PM
Peak Hour
Trips
Saturday Mid-day
Peak Hour
Trips
In Out In Out PROPOSED USE I FORMER USE Office — East Parcel
(currently vacant) 29,750 SF 7 37 6 6
Office — West Parcel 23,000 SF 6 28 5 4
FORMER LAND USE TOTAL
Residential Apts. - Tower 100 DU
13
21
65
14
11
23
10
17
Residential Apts. - Senior 60 DU 4 3 10 8
General Retail (2) 38,500 SF 62 68 89 83
PROPOSED LAND USE TOTAL 87 85 122 108
DIFFERENCE BETWEEN PROPOSED AND
FORMER LAND USES 74 20 111 98
(1) DU = Dwelling Units; SF = Gross Square Footage
(2) Exclusive of entry/building services and retail lobby
The former land use trip totals shown in Table 1 represent the potential trips the property would
have generated with 100 percent occupancy. These are trips that would be removed from the
roadway network with redevelopment of the property. The analysis presented later just accounts
for the removal of trips associated with the office building located on the western parcel, since
that building was occupied at the time of the traffic counts, but the easterly building was not
occupied at that time.
Memorandum to Tom E. Miller, TEMiller Development, Inc.
Subject: 69th Street W & York Avenue Traffic Study
Page 7 of 20
November 2, 2006
Net total trips generated by the proposed general retail can be divided into the following two trip
types:
• New Trips — trips solely to and from the subject use
• Pass-By Trips — existing trips on York Avenue that will include a stop at the proposed
general retail component of the development.
Based on data published by ITE, new and pass-by trips for the residential and retail uses are
expected to occur as per the percentages presented in Table 2.
TABLE 2
New and Pass-By Trin Percentages
LAND USE NEW PASS-BY
Residential Tower 100% 0%
Residential — Senior 100% 0%
General Retail 65% 35%
Truck Trips
Based on information obtained from the developer, the general retail use is expected to generate
1 to 2 large trucks per week and approximately 15 courier-type trucks per week.
Trip Distribution Percentages
Trip distribution percentages for the subject development trips were established based on the
nearby roadway network, existing and expected traffic patterns, and location of the subject
development in relation to major attractions and population concentrations. The distribution
percentages for new trips for the proposed residential and general retail uses are as follows:
• Residential Distribution:
• 25% to/from the north on York Avenue
• 20% to/from the south on York Avenue
• 35% to/from the west on 69th Street W.
• 10% to/from the north on Xerxes Avenue
• 5% to/from the south on Xerxes Avenue
• 5% to/from the east on 69th Street W.
Memorandum to Tom E. Miller, TEMiller Development, Inc.
Subject: 69th Street W & York Avenue Traffic Study
Page 8 of 20
November 2, 2006
General Retail Distribution:
• 25% to/from the north on York Avenue
• 25% to/from the south on York Avenue
• 35% to/from the west on 69th Street W.
• 10% to/from the north on Xerxes Avenue
• 5% to/from the east on 69th Street W.
The following percentages were used for distribution of pass-by trips on York Avenue:
Weekday PM peak hour: Saturday mid-day peak hour:
• 45% from the north • 52% from the north
• 55% from the south • 48% from the south
Traffic Volumes
Development trips were assigned to the surrounding roadway network using the preceding trip
distribution percentages. Traffic volumes were established for all the forecasting scenarios
described earlier during both the weekday PM peak hour and the Saturday mid-day peak hours.
The resultant traffic volumes are presented in Figure 3 and Figure 4 respectively.
t
Xerxes Access
69th St. W 44 6
<— 212/224/213 4-217/230/236
-1-16 -1-12
4— 62/64/85 4— 102/109/120
+-48/51/69
't
04144
*--2/2/2 4-146/156/159 *-24/25/25
169/191/191
175/185/206 -->
142/146/146
257/270/283 —>
-1-156
303/317/320 --> -1-117 22/23/24 —44 248/261/264 —>
33/34/34 -+
ltro
:27,4
.3 0
4, Right-In Only
0
0
It
1- 10
1.1Z In
2006EXISTING
2009 NO-BUILD
I i- 2009 BUILD
NOT TO SCALE
Wenck
Wenck Associates, Inc. 1800 Pioneer Creek Center
Environmental Engineers Maple Plain, MN 55359
TRAFFIC IMPACT STUDY
FOR 69TH STREET W & YORK
AVENUE DEVELOPMENT
FIGURE 3
WEEKDAY PM. PEAK HOUR
TRAFFIC VOLUMES
4J4.1 89th St. W
lre 118/128/138* -/-/22
Xerxes Access
177/204/204 --11' 67/75/107 -> 181/186/186
4-78/80/114 4-82/88/115
sr 43/47/81
41 t 1* 111/120/142-*
8 -/-/81 -4,
to' -
8,Tri;
lel %Id*
11/11/17 *-4%
891r/197219 --+-4
0
4-3/3/3 4-142/153/157
13/13/14
4-- 203/216/238 4-212/225/233 -1-18
0
.9
Right-In Only
WIL-17:).1>
2006 EXISTING
2009 NO-BUILD
I FF_ 2009 BUILD
)000(1)0(
en c k
Wenck Associates, Inc. 1800 Pioneer Creek Center
Environmental Engineers Maple Plain, MN 55359
TRAFFIC IMPACT STUDY
FOR 69TH STREET W & YORK
AVENUE DEVELOPMENT
NOT TO SCALE
FIGURE 4
SATURDAY PEAK HOUR
TRAFFIC VOLUMES
Memorandum to Tom E. Miller, TEMiller Development, Inc.
Subject: 69th Street W & York Avenue Traffic Study
Page 11 of 20
November 2, 2006
TRAFFIC ANALYSIS
Prior to analyzing the 2009 Build scenario, the proposed access plan and internal site circulation
were evaluated. Evaluation of the proposed access plan began with a review of the existing
property access and then incorporated the appropriate proposed access revisions to arrive at the
geometric conditions for purpose of the 2009 Build analyses.
Existing Access Summary
The existing property access is presented in Figure 5. The existing access plan independently
services two separate parcels (i.e. there is no driveway connection between the east and west
parcels). The access locations described below have been numbered and correlate with notations
shown in Figure 5.
Access to the office building located closest to York Avenue (on the west parcel) is provided by:
I. Right-in/right-out only on York Avenue
2. Right-in/right-out only on 69th Street W. The proximity of this access to the east end
of the median island, in conjunction with the median islands geometry, allows for a
convenient u-turn. Pavement wear at the east end of this island suggests this u-turn
maneuver is common.
Access to the office building closest to Xerxes Avenue (on the east parcel) is provided by:
3. Full-access driveway on 69th Street W This access is offset from another full-access
on the north side of 69th Street W. creating a "locking" condition where left turning
vehicles can conflict with one another. The current striping plan provides an exclusive
westbound left turn only. The location of this exclusive left turn striping requires an
eastbound left turning vehicle to turn across this exclusive striping.
4. Full-access driveway on Xerxes Avenue
5. Full-access driveway on Xerxes Avenue
APPROXIMATE SCALE
.n1111111r
Wenck
Wend: Associates. Inc. 1800 Pioneer Creek Center
Environmental Engineers Maple Plain, MN 55359
TRAFFIC IMPACT STUDY FOR
69TH STREET W & YORK AVENUE
DEVELOPMENT
FIGURE 5
EXISTING ACCESS PLAN
711111111111MIls
Memorandum to Tom E. Miller, TEMiller Development, Inc.
Subject: 69th Street W & York Avenue Traffic Study
Page 13 of 20
November 2, 2006
Proposed Access Summary
The proposed access plan consists of four access points; a one-way into the property on York
Avenue, a full-access "commercial only" on 69th Street W (west access), a full-access
"residential only" on 69th Street W (east access), and a full-access on Xerxes Avenue.
Major features of the proposed access plan and its relationship to the existing access arrangement
are as follows:
1. Right turn in only on York Avenue The proposed access plan prohibits right-out
movements allowing only right-in movements from York Avenue. No access to the
general retail parking is available. This access serves primarily delivery vehicles and
residential vehicles choosing this route to access the residential parking.
2. Full access "commercial only" driveway on 69th Street W. (west access) The proposed
access plan relocates the existing western driveway approximately 35 feet to the west and
converts this access from RI/RO to full-access. This is a commercial only driveway for
patrons of the general retail land use. No access to residential parking is available via
this driveway.
3. Full access "residential only" driveway on 69111 Street W. (east access) This proposed
access provides a major benefit over the existing access because the proposed driveway is
aligned opposite the driveway on the north side of 69th Street W. The existing problem
with locking left turns would be eliminated. This access is for residential use only. No
access to commercial parking is available via this access.
4. Full-access driveway on Xerxes Avenue The proposed plan is beneficial because only
one full access driveway would be provided on Xerxes Avenue, as compared to the two
driveways that presently exist.
Delivery Truck Access/Routes
Under the proposed access plan, delivery trucks gain access to the loading docks via the one-way
driveway from York Avenue. Delivery trucks departing the site must exit via the driveway on
Xerxes Avenue.
Based on the proposed access plan, the recommended roadway layout for 69th Street W. is
presented in Figure 6. The geometry presented in Figure 6 was incorporated into the 2009 Build
level of service and queue length analysis presented next.
moral
'411:%1;:11
APPROXIMATE SCALE
100'
FIGURE 6 --f-mg" Wenck
Wen& .A..soClates, Inc. 1800 Pioneer Creek Center
Environmental Engineers Maple Plain, MN 55359 PROPOSED ACCESS PLAN
TRAFFIC IMPACT STUDY FOR
69TH STREET W & YORK AVENUE
DEVELOPMENT
Memorandum to Tom E. Miller, TEMiller Development, Inc.
Subject: 69th Street W & York Avenue Traffic Study
Page 15 of 20
November 2, 2006
Level of Service and Queuing Analyses
Traffic analyses were completed for the subject intersections for all scenarios described earlier
during both the weekday PM peak hour and Saturday mid-day peak hours using Synchro
software. The analyses accounted for level of service (LOS) and also for adequacy of queuing
for left turn movements. Level of service results range from A to F. LOS A represents the best
intersection operation, with very little delay for each vehicle using the intersection. LOS F
represents the worst intersection operation, with excessive delay for each vehicle using the
intersection. Most transportation agencies consider that LOS D represents the minimum
acceptable LOS for normal peak traffic conditions.
Existing 2006 and 2009 No-Build level of service analyses were performed for the 69th Street
W./York Avenue and 69" Street W./Xerxes Avenue intersections only. The level of service
analyses for the 2009 Build conditions included these two key intersections, in addition to the
proposed development access locations along 69" Street W. and Xerxes Avenue. The geometry
used for the access locations on 69th Street W. is in accordance with the plan presented in Figure
6. Analyses were not performed on the right-in only access off York Avenue since there are no
vehicles experiencing a yield condition (i.e. no exiting vehicles, only free flow right-in
operation).
For all scenarios, the analysis of the 69th Street W./York Avenue intersection is based on signal
timing parameters provided by Hennepin County Transportation Department.
The LOS results are presented in Table 3 and Table 4 for the weekday PM peak hour and
Saturday mid-day peak hour conditions, respectively. These tables also address queuing
conditions for two left turn movements at the 69th Street W./York Avenue intersection where the
95th percentile queue length exceeds the length of the existing left turn lanes. The 951h percentile
queue length is a conservative threshold value, because it would be exceeded only five percent of
the time during the peak hour.
For the 2009 No-Build and 2009 Build scenarios, the LOS results are presented graphically in
Figure 7 and Figure 8 for the weekday PM peak hour and Saturday mid-day peak hour
conditions, respectively.
Memorandum to Tom E. Miller, TEMiller Development, Inc.
Subject: 69th Street W & York Avenue Traffic Study
Page 16 of 20
November 2, 2006
TABLE 3
Weekday P.M. Peak Hour Level of Service and Queuing Results'
INTERSECTION
LOS STACKING AND 95114 PERCENTILE QUEUE LENGTHS FOR CRITICAL LEFT TURN MOVEMENTS2
2006 2009
No Build
2009
Build
2006 2009 No Build 2009 Build
Stacking Length 95th Percentile
Queue Length Stacking Length 95' Percentile
Queue Length Stacking Length 95th Percentile
Queue Length
69th St. W./York Ave. C c c EBLT — 155'
NBLT — 110'
EBLT —205'
NBLT — 157'
EBLT — 155'
NBLT — 110'
EBLT —226'
NBLT — 162'
EBLT — 155'
NBLT — 110'
EBLT —228'
NBLT — 164'
69th St. W./West Access
(Commercial Only) - - B - - - - - -
69th St. W./East Access
(Residential Only) - - B - - - -
69th St. W./Xerxes Ave. B B B - - - - - -
Xerxes Ave./South Access - - A - - - - -
LOS shown for signalized and all-way stop controlled intersections are for the intersection as a whole. LOS shown for two-way (one-way for T-intersections) stop controlled intersections is for the
critical minor street left turn movement.
2 Queuing results are shown only for turning movements for which the 95th percentile queue exceeds the available stacking length.
TABLE 4
Saturday Mid-Day Peak Hour Level of Service and Queuing Results'
INTERSECTION
LOS STACKING AND 95111 PERCENTILE QUEUE LENGTHS FOR CRITICAL LEFT TURN MOVEMENTS2
2006 2009
No Build
2009
Build
2006 2009 No Build 2009 Build
Stacking Length S 95th Percentile
Queue Length Stacking Length 95th Percentile
Queue Length Stacking Length 95th Percentile
Queue Length
69th St. W./York Ave. C C C EBLT — 155'
NBLT — 110'
EBLT —205'
NBLT — 161'
EBLT — 155'
NBLT — 110'
EBLT —233'
NBLT — 167'
EBLT — 155'
NBLT — 110'
EBLT —233'
NBLT — 167'
69th St. W./West Access
(Commercial Only) - - B - - - - -
69th St. W./East Access
(Residential Only) - - B - - - -
69th St. W./Xerxes Ave. A A A - - - - -
Xerxes Ave./South Access - - A - - - - -
LOS shown for signalized and all-way stop controlled intersections are for the intersection as a whole. LOS shown for two-way (one-way for T-intersections) s op controlled intersections is for the
critical minor street left turn movement.
2 Queuing results are shown only for turning movements for which the 95th percentile queue exceeds the available stacking length.
,
0 I I 11 I 1 11 it ll
LEGEND
INTERSECTION LOS
, STOP CONTROL LEFT
' TURN LOS
X/X 2009 NO-BUILD/2009 BUILD
TRAFFIC IMPACT STUDY FOR
69TH STREET W & YORK AVENUE
DEVELOPMENT
FIGURE 7
WEEKDAY PM PEAK HOUR
LEVELS OF SERVICE
Wenck
Wenck Associates. Inc. 1800 Pioneer Creek Center
Environmental Engineers Maple Plain, MN 55359
• 6.•
c •
r 4'4{1
LEGEND
INTERSECTION LOS "i1111:11.
STOP CONTROL LEFT
TURN LOS
APPROXIMATE SCALE X/X 2009 NO-BUILD/2009 BUILD
FIGURE 8 ,41•Wenck SATURDAY MID-DAY PEAK HOUR
LEVELS OF SERVICE
TRAFFIC IMPACT STUDY FOR
69TH STREET W & YORK AVENUE
DEVELOPMENT Wenck Associates, Inc. 1800 Pioneer Creek Center
Environmental Engineers Maple Plain, MN 55359
Memorandum to Tom E. Miller, TEMiller Development, Inc.
Subject: 69" Street W & York Avenue Traffic Study
Page 19 of 20
November 2, 2006
For each of the intersections identified in Tables 3 and 4, further discussion of the level of service,
queuing results, and the needs for mitigation is provided next.
• 69th Street W./York Avenue
As indicated in Table 3 and Table 4, adequate levels of service will be provided for all
three scenarios under both weekday PM peak hour and Saturday mid-day peak hour
conditions. The intersection is expected to operate at a LOS C.
Queue results for the peak hours studied indicate "spillback" from the left turn lanes
into the through lanes for eastbound left turns and northbound left turns. This
condition, experienced under the existing and 2009 No-Build traffic volumes, is
modestly increased under 2009 Build traffic volumes. As an example, the 95th
percentile queue length for the eastbound left turn lane under the 2009 No-Build
condition is 226 feet as compared to 228 feet for the 2009 Build condition.
A suggested mitigation measure to address the left turn spillback of these two
movements includes lengthening the eastbound left turn lane to provide a storage
length of 250 feet and lengthening the northbound left turn lane to provide a storage
length of 200 feet. The existing medians and geometry are sufficient to accommodate
the recommended increased storage length.
• 69th Street W./West Access (Commercial Only) — Access #2 on Figure 6
As indicated in Table 3 and Table 4, LOS B will be provided for the northbound left
turn movement for the 2009 Build scenario under both weekday PM peak hour and
Saturday mid-day peak hour conditions.
No queuing problems were identified.
• 69th Street W./East Access (Residential Only) — Access #3 on Figure 6
As indicated in Table 3 and Table 4, LOS B will be provided for the northbound left
turn movement for the 2009 Build scenario under both weekday PM peak hour and
Saturday mid-day peak hour conditions.
No queuing problems were identified.
Memorandum to Tom E. Miller, TEMiller Development, Inc.
Subject: 69th Street W & York Avenue Traffic Study
Page 20 of 20
November 2, 2006
• 69th Street W./Xerxes Avenue
As indicated in Table 3 and Table 4, a high level of service will be provided for all
three scenarios under both weekday PM peak hour and Saturday mid-day peak hour
conditions. The intersection is expected to operate at a LOS B.
• Xerxes Avenue/Proposed Access — Access #4 on Figure 6
As indicated in Table 3 and Table 4, LOS A will be provided for the northbound left
turn movement for the 2009 Build scenario under both weekday PM peak hour and
Saturday mid-day peak hour conditions.
No queuing problems were identified.
CONCLUSIONS
The conclusions drawn from the information and analyses presented in this report are as follows:
• There is sufficient capacity at the intersections of 69" Street W./York Avenue and 69th Street
W./Xerxes Avenue to accommodate traffic generated by the proposed development.
• There is existing queue "spillback" for northbound left turns and eastbound left turns at the
691h Street W./York Avenue intersection. The spillback conditions for these two movements
are expected to continue under the 2009 No-Build condition, with a modest increase under the
2009 Build condition. Suggested mitigation to address this left turn spillback includes:
o Lengthen the eastbound left turn storage length to 250 feet.
o Lengthen the northbound left turn storage length to 200 feet.
The above recommended lengthening of the two left turn lanes can easily be accomplished
within the existing medians.
• The proposed development access plan will function at a high level of service, provided that
the layout for 69th Street W. is revised in accordance with the plan shown in Figure 6.
Transportation Commissioners
Jack Sullivan, PE
Assistant City Engin
May 15, 2008
Subject: Transportation
Impact Analysis — 4010 W 65th
St. — Crosstown Medical Office
To:
From:
Date:
Agenda Item No.: IV. b.
ACTION:
1i< Recommendation/Motion
Z Discussion
Information
Page 1 of 2
Edina Transportation Commission
em IV. b.
REGULAR TRANSPORTATION COMMISSION MEETING
REPORT/RECOMMENDATION
Recommendation:
Review the attached transportation impact analysis submitted by Wenck dated April 23, 2008
and review a memo dated May 7th, 2008 from WSB and Associates.
Currently staff and our traffic consultant WSB feel that this transportation submittal is not yet
complete. Staff, WSB and Wenck are working to resolve the outstanding items listed in the
attached memo prior to the Edina Transportation Commission meeting on May 15, 2008.
Currently the conditions of the approval are:
1. This development shall address all comments in WSB's May 7, 2008 memo to the
satisfaction of the ETC and Engineering Department.
2. To participate in appropriate cost sharing for signal improvements at 65th Street
and France Avenue.
Therefore staff is withholding a recommendation on this project pending the resolution
of the outstanding issues.
Info/Background:
Staff received a proposal for a 76,966 sq ft medical office facility and parking structure on the
site of the existing two story office building located on the north side of 65th Street just west of
the Fairview parking ramp.
GAEngineering \Infrastructure \Streets \Traffic \Transportation Commission \Agendas \ 2008 R&R\20080515_4010W65th_Medical_Office_Traffic_Study.doc
Page 2 of 2 Item IV. b.
Edina Transportation Commission
The traffic study covers three development scenarios ranging from the proposed buildir-
footprint and parking ramp up to incorporating the existing bank at 4018 W. 65th Street. Th,
evaluation of the traffic study was based on the site layout of the 76, 966 square foot building
and parking ramp.
The largest concern of the development is due to the additional traffic generated at the
intersection of W. 65th and Valley View and W. 65th and France Avenue. Both the Valley
View intersection and France Avenue intersections are closely tied to Highway 62
interchanges and County roadway network. All turn lane lengths, lane usage, turn movements
and level of service will need further study to ensure appropriate operations.
GAEngineering\Infrastructure\Streets\Traffic\Transportation Commission \Agendas\2008 R&R\20080515_4010W65th_Medical_Office_Traffic_Study.doc
41111nIn
& Associates, Inc.
Infrastructure • Engineering • Planning • Construction 701 Xenia Avenue South
Suite #300
Minneapolis, MN 55416
Tel: 763 541-4800
Fax: 763 541-1700
Memorandum
To: Wayne Houle, PE, Public Works Director/City Engineer
Jack Sullivan, PE, Assistant City Engineer
City of Edina
From: Chuck Rickart, PE, PTOE
Transportation Engineer
WSB & Associates, Inc.
Date: May 7, 2008
Re: Edina Crosstown Medical Building — 410 65" Street
Traffic Study Review
City of Edina
WSB Project No. 1686-02
As requested, we have reviewed the Traffic Impact Analysis prepared by Wenck Associates, Inc.
for the proposed Edina Crosstown Medical Building located at 4010 65th Street West. The
proposed development is located between France Avenue and Valley View Road on the north
side of 65th Street. The analysis included review of three development scenarios including:
Scenario 1 — 88,472 Square Feet of development
Scenario 2— 117,973 Square Feet of development
Scenario 3 — 117,973 Square Feet of development and a 540 space parking ramp addition
Based on our review of the Edina Crosstown Medical Building Traffic Impact Analysis, the
following questions and comments are made.
1. In the existing conditions section under the existing roadway network, reference is
made to Valley View Road carrying three lanes of traffic in each direction with a
raised median. I believe this condition applies only to the intersections and not as a
typical condition. This should be clarified and revised.
2. A figure should be provided which shows all existing lane configurations adjacent to
the site including turn-lane configurations and approximate turn-lane lengths.
3. In the traffic forecasting section the 2011 no-build condition indicates the existing
traffic counts were increased by 2 percent per year to determine the 2011 no-build
volumes. What was the basis for the 2 percent per year growth? Were other
approved developments in the area considered as part of the background no-build
GAEnginecrinktGeneral \ 60 -69 StreetsM010 West 65th Street \ 20080507_Chuck_Rickart_WSB_MEMO-whoulc050708 Medical Bldg.doc
Wayne Houle and Jack Sullivan
City of Edina-
May 7, 2008
Page 2 of 3
traffic? Developments such as the Westin and Target Development should be
included as part of this background number.
4. The traffic generation section indicates that the traffic generation for the orthopedic
use was estimated based on anticipated staffing and scheduling. The assumptions on
how this was determined should be documented.
5. Scenario 3 addition indicates a significant increase in traffic would be generated from
the parking ramp. How is this determined? Typically, a parking ramp does not
generate traffic, it's the uses associated with the parking ramp. If this parking ramp is
providing parking for new uses, those uses should be documented as part of this
study. If this parking ramp is replacing or supplementing from another use, then the
diversion of traffic from those other facilities should be documented as part of a
study.
6. In the trip distribution section of the report, the distribution to France Avenue and TH
62 to the east seems low when comparing to other studies in the area. A more
detailed determination of how these figures were determined should be provided.
These distributions should be compared to other proposed, approved projects in the
area.
7. The forecasted a.m and p.m. peak-hour traffic volume figures (Figure 3-1 and 3-3)
do not show the traffic volume information for the project driveways. These should
be included as part of the figures and analyses.
8. As part of the Traffic Analysis, a table should be provided which documents the level
of service, delay, and queue length for each approach, and overall, for each time
period at each intersection. This table would be a quick reference to compare each
scenario with the no-build condition.
9. The Traffic Analysis section indicates some queue analysis was completed but does
not document the queue lengths and available queue storage. This should be
documented specifically on France Avenue where issues have been seen.
10. The intersection of France Avenue and 65th Street has been a concern of the City with
the existing conditions and proposed improvements to the hospital and medical
buildings on the east side of France Avenue. The impacts of this development on the
east side should be clearly discussed, and it should be verified that all improvements
assumed as part of previous studies are included.
11. The only improvement proposed as part of the study was the change of the signal
phasing on the east and west approach at 65th Street. If this change is being proposed,
it will have an impact on the entire France Avenue network and should be
documented as part of the study. These intersections were included as part of the
overall model provided by the City.
GAEngineering Generall60 -69 Streets \ 4010 West 6516 Street \ 20080507_Chuck_Rickarl_WSB_MEMO-whoule-050708 Medical Bldg.doe
Wayne Houle and Jack Sullivan
City of-Edina
May 7, 2008
Page 3 of 3
12. This study does not document any impact from the proposed development driveways
on 65th Street. The study should document their level of service and required, if any,
improvements on 65th Street.
13. The transit impact section discusses all the transit routes located in the area. This
should be expanded to include a discussion on how this development will utilize the
transit service. The purpose of this is to help "relieve" traffic in the area and promote
Travel Demand Management (TDM).
14. The bicycle and pedestrian impact section has a discussion of the sidewalks in this
general area. This should be expanded showing figures of existing and proposed
pedestrian facilities, as well as the pedestrian facilities proposed as part of the
proposed project.
Based on these comments and my general review of the site configuration and the traffic impact
study, additional information and analysis should be provided before any approval
recommendation can be made.
G:Toginecring Genera1950 -69 Streets \4010 West 6519 Street 20080507_C9uc9_Rick00_WSB_MEMO-whoule-050708 Medical Bldg.doc
April 23, 2008
Wend< (
Transportation Impact
Analysis for Edina
Crosstown Medical
Building
4010 65t11 Street West
Edina, Minnesota
Wenck File #2047-01
Prepared for:
Crosstown Medical, LLC
Prepared by:
WENCK ASSOCIATES, INC.
1800 Pioneer Creek Center
P.O. Box 249
Maple Plain, Minnesota 55359-0249
(763) 479-4200
Executive Summary
The purpose of this Transportation Impact Analysis is to evaluate the impacts of the proposed
medical building located at 4010 65th Street in Edina, Minnesota, between Valley View Road
and France Avenue.
This study examined traffic impacts of the proposed development on the following intersections:
• Valley View Road/65th Street
• Valley View Road/Westbound TH 62 Ramp
• France Avenue/65th Street
• France Avenue/Eastbound TH 62 Ramp
• France Avenue/Westbound TH 62 Ramp
In addition to traffic related impacts, impacts to on-site parking, pedestrian and bicycle facilities,
and transit were also examined.
Discussions with the project team and city staff resulted in the establishment of three
development scenarios to be analyzed. The three scenarios are summarized below:
• Scenario 1: Replaces the existing building at 4010 65th Street West with a new 88,472
square foot building which will house a 60,000 square foot orthopedic office and 28,472
square feet of medical office space. The current site plan for the proposed building is
shown in Figure 1-2.
• Scenario 2: Includes the Scenario 1 development at 4010 65th Street West plus the
replacement of the existing bank on the 4018 65th Street West parcel with a 29,501
square foot medical office building.
o Scenario 3: Includes the Scenario 2 developments at 4010 and 4018 65th Street West
plus the addition of two levels to the existing parking ramp at 6400 France Avenue
South.
Each of the development scenarios is expected to utilize existing access along 65th Street. The
project is expected to be completed in 2010.
The conclusions drawn from the information and analyses presented in this report are as follows:
• The proposed development will generate 211 trips during the weekday AM peak hour and
321 trips during the weekday PM peak hour under Scenario 1, 284 AM and 431 PM peak
hour trips under Scenario 2, and 432 AM and 557 PM peak hour trips under Scenario 3.
• The study intersections of have adequate capacity with existing geometries and control to
accommodate the proposed development while maintaining acceptable levels of service. It
is recommended that protective/permissive phasing be used for the eastbound and
westbound approaches of 65th Street at France Avenue to alleviate potential operations
issues for the left turn movements. The development traffic is not expected to require any
other changes to the existing roadway network.
• With the inclusion of dedicated visitor and staff parking area, parking impacts for the
proposed facility are expected to be minimal.
• No significant impacts are expected to the existing transit, bicycle, or pedestrian facilities
due to the proposed project.
II
Table of Contents
Page
1.0 Purpose and Background 1-1
2.0 Existing Conditions 2-1
3.0 Traffic Forecast 3-1
4.0 Traffic Analysis 4-1
5.0 Conclusions 5-1
6.0 Appendix 6-1
FIGURES
Figure 1-1: Project Location 1-2
Figure 1-2: Site Plan 1-3
Figure 2-1: Existing Roadway Network 2-3
Figure 3-1: Trip Distribution 3-3
Figure 3-2: Forecasted AM Peak Hour Volumes 3-4
Figure 3-3: Forecasted PM Peak Hour Volumes 3-5
Figure 4-1: AM Peak Hour Levels of Service 4-4
Figure 4-2: PM Peak Hour Levels of Service 4-5
TABLES
Table 3-1: Trip Generation for Development Scenarios 3-2
1.0 Purpose and Background
The purpose of this transportation impact analysis is to evaluate the impacts of the proposed
medical office building located at 4010 65th Street West in Edina, Minnesota. The project
location is shown in Figure 1-1.
Study Intersections
This study examined traffic impacts of the proposed development on the following intersections:
• Valley View Road/65th Street
• Valley View Road/Westbound TH 62 Ramp
• France Avenue/65th Street
• France Avenue/Eastbound TH 62 Ramp
• France Avenue/Westbound TH 62 Ramp
In addition to traffic related impacts, impacts to on-site parking, pedestrian and bicycle facilities,
and transit were also examined.
Development Scenarios
Discussions with the project team and city staff resulted in the establishment of three
development scenarios to be analyzed. The three scenarios are summarized below:
• Scenario I: Replaces the existing building at 4010 65th Street West with a new 88,472
square foot building which will house a 60,000 square foot orthopedic office and 28,472
square feet of medical office space. The current site plan for the proposed building is
shown in Figure 1-2.
• Scenario 2: Includes the Scenario 1 development at 4010 65th Street West plus the
replacement of the existing bank on the 4018 65th Street West parcel with a 29,501
square foot medical office building.
• Scenario 3: Includes the Scenario 2 developments at 4010 and 4018 65th Street West
plus the addition of two levels to the existing parking ramp at 6400 France Avenue
South.
Each of the development scenarios is expected to utilize existing access along 65th Street. The
project is expected to be completed in 2010.
1-1
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MEDICAL OFFICE
• BUILDING
4 STORY
6 5 TH
SERVICE ACCESS
APPROXIMATE SCALE
60'
TRANSPORTATION IMPACT
ANALYSIS FOR EDINA
CROSSTOWN MEDICAL
BUILDING
FIGURE 1-2
SITE PLAN
n 1n1111/
Wend<
2.0 Existing Conditions
The proposed site currently consists of a single building containing general office and medical
office uses. The project site is on the block bounded by TH 62 on the north, Valley View Road
on the west, 65th Street on the south, and France Avenue to the east. The development property
is situated to the east of the existing bank on the northeast corner of the Valley View Road/65th
Street West intersection and to the west of the existing hospital parking garage. Full access is
provided onto 65th Street at two locations.
Existing Roadway Network
One lane of travel in each direction and a two-way left-turn lane are provided on 65th Street.
Valley View Road carries three lanes of traffic in each direction with a raised median south of
TH 62. North of TH 62, Valley View Road carries one lane of traffic in each direction. France
Avenue carries three lanes of traffic in each direction with a raised median south of TH 62.
North of TH 62, France Avenue carries two lanes of traffic in each direction. The existing
roadway network adjacent to the development property is shown in Figure 2-1.
The signalized intersection of Valley View Road and 65th Street provides one lane shared by left
turn and right-turn movements on the westbound approach. The eastbound approach, which
serves as the eastbound exit ramp from TH 62, consists of one shared through/left-turn lane and
one free-flow right-turn lane. The northbound approach consists of three through lanes and one
channelized right-turn lane. The southbound approach consists of one left-turn lane and one
through lane. The southbound left turn operates on a permissive basis. Split phasing is used for
the eastbound and westbound approaches. This intersection shares a controller with the
intersection of Valley View Road and the westbound on ramp to TH 62.
The intersection of Valley View Road and the westbound on ramp to TH 62 consists of two
exclusive left-turn lanes and one through lane on the northbound approach, and one through lane
and one exclusive right-turn lane on the southbound approach. The northbound left turn operates
with protected phasing. This intersection shares a controller with the intersection of Valley View
Road and 65th Street.
The signalized intersection of France Avenue and 65th Street provides one dedicated left turn
lane, one through lane and one right-turn lane on the westbound approach. The eastbound
approach consists of one left-turn lane and one through/right-turn lane. The northbound
approach consists of an exclusive left-turn lane, three through lanes, and one exclusive right-turn
lane. The southbound approach consists of one left-turn lane, two through lanes and one
through/right-turn lane. The left turns from France Avenue operate on a protected basis.
Permissive phasing is used on the 65th Street approaches.
The signalized intersection of France Avenue and the eastbound entrance ramp from TH 62
provides of one shared through/left-turn lane and one free right-turn lane on the eastbound
2-1
approach. The northbound approach consists of two through lanes and one channelized right-
turn lane. The southbound approach carries two through lanes and one exclusive left-turn lane.
The southbound left turn lane operates using protective/permissive phasing.
The signalized intersection of France Avenue and the westbound entrance ramp from TH 62
provides one exclusive left-turn lane and one shared left/through/right-turn lane. The
northbound approach consists of one left turn lane and two through lanes. The southbound
approach carries one through lane and one shared through/right-turn lane. The northbound left
turn operates with protective/permissive phasing.
Existing Traffic Data
Turning movement volumes were obtained from the City of Edina for the AM and PM peak
hours at the study intersections. Traffic counts were conducted at the existing access points for
4010 65th Street West during the AM and PM peak hour in December 2007. Traffic counts were
conducted at the parking garage access during the AM and PM peak hours on March 26, 2008.
2-2
APPROXIMATE SCALE
0 240'
40 Study Intersection
EXISTING ROADWAY
NETWORK
FIGURE 2-1 TRANSPORTATION IMPACT
ANALYSIS FOR EDINA
CROSSTOWN MEDICAL
BUILDING
-
Existin
Ba
Pro
P kopose,c1 E
os.stown Medi
Laid rty PuxDps
,
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587
tr' tfisi
3.0 Traffic Forecast
To adequately address the impacts of the proposed project, forecasts and analyses were
completed for the year 2011. Weekday AM and PM peak hour traffic forecasts were completed
for the following scenarios:
• Existing (2007): Existing volumes were obtained at the subject intersections from the
City of Edina.
• 2011 No-Build: Existing volumes at the subject intersections were increased by two
percent per year to determine 2011 no-build volumes.
• 2011 Scenario 1: Trips generated by the proposed Scenario 1 development were added
to the 2011 no-build volumes and trips generated by the existing building at 4010 65th
Street West were subtracted to determine 2011 Scenario 1 build volumes.
• 2011 Scenario 2: Trips generated by replacing the existing bank at 4018 65th Street
West with medical office space were added to the Scenario 1 volumes and trips generated
by the existing bank were subtracted to determine 2011 Scenario 2 build volumes.
• 2011 Scenario 3: Trips generated by the proposed expansion of the parking ramp at
6400 France Avenue South in Scenario 3 were added to the 2011 Scenario 2 volumes to
determine 2011 Scenario 3 build volumes.
Trip Generation
Weekday AM and PM peak hour trip generation for the orthopedic use was estimated based on
the anticipated staffing and scheduling of the business. Generation for the proposed medical
office development was calculated based on data presented in the seventh edition of Trip
Generation, published by the Institute of Transportation Engineers (ITE). Trip generation for the
parking ramp addition in Scenario 3 was estimated based on the observed rate of generation and
approximate number of spaces created by the addition of two levels.
3-1
Scenario 1
Orthopedic Office 60,000 sq. ft.
28,472 sq. ft. Medical Office
Ortho i edic Office
Medical Office
60,000 s . ft.
57,973 Si. ft.
Ortho s edic Office
Medical Office
540 s aces Parkin• Ram Addition
Entering
AM Peak Hour
Exiting Total Entering
PM Peak Hour
Exiting Total
112 28 140 61 154 215
56 15 71 29 77 106
168 43 211 90 231
112 28 140 61 154 215
114 30 144 58 158 216
226 58 284 119 312 431
112 28 140 61 154 215
114 30 144 58 158 216
118 30 148 17 109 126
344 88 432 136 421 557
Development
Size
Scenario 1 Total
Scenario 2
Scenario 2 Total
Scenario 3
Scenario 3 Total
The resultant trip generation is shown in Table 3-1.
TABLE 3-1: WEEKDAY TRIP GENERATION FOR DEVELOPMENT SCENARIOS
Due to the nature of the land uses, it was assumed that no internal, diverted, or pass-by trips
would occur with the proposed development.
Trip Distribution
Trip distribution percentages for the subject development trips were established based on the
nearby roadway network, existing and expected future traffic patterns, and location of the subject
development in relation to major attractions and population concentrations. The distribution
percentages for trips generated by the proposed development are shown in Figure 3-1. Trips
generated by the expanded parking ramp trips traveling through the TH 62 ramps on France
Avenue were distributed based on the existing traffic patterns.
Traffic Assignment
The development trips for Scenarios 1, 2 and 3 were assigned to the surrounding roadway
network using the preceding trip distribution percentages. Traffic volumes were established for
all the forecasting scenarios described earlier during both the weekday AM and PM peak hours.
The resultant traffic volumes are presented in Figure 3-2 and Figure 3-3.
3-2
APPROXIMATE SCALE
0 400'
TRANSPORTATION IMPACT
ANALYSIS FOR EDINA
CROSSTOWN MEDICAL
BUILDING
FIGURE 3-1
TRIP DISTRIBUTION - Wend<
75/81/81/81/81
2/2/2/2/2
312/338/335/335/344
FROM EASTBOUND US 62
40/43/43/43/43 —if
281128313321350/389-4
452/489/489/489/489
65TH STREET
51/55/62/68/69 —.4%
151/163/183/183/171 —>
16/17/22125125
4— 131/142/142/142/142
r_<— 243/8/2552 ;2552 //2552//2658
41— 88/93/107/116/133 ,p-- 9/10/14/15/17
65TH STREET VALLEY VIEW ROAD
TO WESTBOUND US 62 FROM WESTBOUND US 62
TO WESTBOUND 05 62
4— 170/184/184/184/184
41: 4212/216202/472/475/490
FROM EASTBOUND US 62
TH 62
TO EASTBOUND US 62
F----- 2007 Existing AM Peak Hour Volumes
2011 No Build AM Peak Hour Volumes
2011 Scenario 1 AM Peak Hour Volumes
2011 Scenario 2 AM Peak Hour Volumes
1
2011 Scenario 3 AM Peak Hour Volumes
NOT TO SCALE
TRANSPORTATION IMPACT
ANALYSIS FOR EDINA
CROSSTOWN MEDICAL
BUILDING
FIGURE 3-2
FORECASTED AM PEAK
HOUR TRAFFIC VOLUMES Wend<
TO WESTBOUND US 62
TH 62
TO EASTBOUND US 62
44,1>
FROM WESTBOUND US 62
4— 285/287/287/287/287
4— 0/0/0/0/0
330/357/367/373/374
FROM EASTBOUND US 62
TO WESTBOUND US 62 44
81193/93186188-4'
0/0/0/0/0 —>
179/194/193/193/193
65TH STREET
190/208/298/335/37
23/25/45/52/56
2007 Existing PM Peak Hour Volumes
2011 No Build PM Peak Hour Volumes
2011 Scenario 1 PM Peak Hour Volumes
2011 Scenario 2 PM Peak Hour Volumes
1
-2011 Scenario 3 PM Peak Hour Volumes
8 in CI
FROM EASTBOUND US 62 4,1>
28/30/30/30/30 —4'
57/62/90/100/103
381/412/412/412/412
XXDOWOUXXDO<
65Th STREET
88/95/144/162/181 —4, 322/349/349/349/349
109/118/1181118/142 4— 112/121/121/121/129
118/128/151/162/187 87/94/94/94/94
NOT TO SCALE
TRANSPORTATION IMPACT
ANALYSIS FOR EDINA
CROSSTOWN MEDICAL
BUILDING
FIGURE 3-3
FORECASTED PM PEAK
HOUR TRAFFIC VOLUMES
4.0 Traffic Analysis
Traffic analyses were completed for the subject intersections for all scenarios described earlier
during both the weekday AM and PM peak hours using Synchro software. The analysis was
completed using the analysis network obtained from the City of Edina for the study area. The
initial analyses assumed no changes to existing intersection geometries and control.
Capacity analysis results are presented in te ins of level of service (LOS), which range from A to
F. LOS A represents the best intersection operation, with very little delay for each vehicle using
the intersection. LOS F represents the worst intersection operation, with excessive delay for
each vehicle using the intersection. Level of service results at the study intersections for each of
the analysis scenarios are shown in Figure 4-1 and Figure 4-2. An analysis of each intersection
is presented below.
• Valley View Road and 65th Street. The intersection as a whole operates at LOS B
during the weekday AM peak hour under all analysis scenarios. During the AM peak
hour, all movements operate at LOS D or better under all analysis scenarios.
During the weekday PM peak hour, the overall intersection operates at LOS B under
existing conditions and LOS C under all future scenarios. All movements operate at LOS
D or better under all analysis scenarios during the p.m. peak hour. No improvements are
necessary at this intersection to accommodate the proposed development.
• Valley View Road and Westbound Til 62 Ramp. The intersection as a whole operates
at LOS B during the weekday AM peak hour under all analysis scenarios. During the
AM peak hour, all movements operate at LOS D or better under existing, 2011 No Build,
2011 Scenario 1, and 2011 Scenario 2 conditions. Under the 2011 Scenario 3 conditions,
the northbound left turn operates at LOS E. Further analysis indicates that no queuing
issues are expected for the northbound left turn movement despite the LOS E condition.
During the weekday PM peak hour, the overall intersection operates at LOS C under all
scenarios. During the PM peak hour, all movements operate at LOS D or better under
existing and 2011 No Build conditions. Under the 2011 Scenario 1, 2011 Scenario 2, and
2011 Scenario 3 conditions, the northbound left turn operates at LOS E. Once again,
further analysis indicates that no queuing issues are expected for the northbound left turn
movement despite the LOS E condition. No improvements are necessary at this
intersection to accommodate the proposed development.
• France Avenue and 65th Street: The intersection as a whole operates at LOS B during
the weekday AM peak hour under the existing, 2011 No Build, 2011 Scenario 1, and
2011 Scenario 2 conditions. Under the 2011 Scenario 3 conditions, the intersection
4-1
operates at LOS C. During the AM peak hour, all movements operate at LOS D or better
under all scenarios.
During the weekday PM peak hour, the overall intersection operates at LOS B under
existing and 2011 No Build conditions. Under the 2011 Scenario 1, 2011 Scenario 2, and
2011 Scenario 3 conditions, the intersection operates at LOS C. The southbound left turn
operates at LOS E under all scenarios during the PM peak hour. With the existing signal
phasing, the westbound left turn operates at LOS F under all scenarios. The remaining
movements operate at LOS D or better under existing and 2011 No Build conditions.
Under the 2011 Scenario 1, 2011 Scenario 2, and 2011 Scenario 3 conditions, the
eastbound left turn operates at LOS E.
To improve the intersection operations, protective/permissive phasing for the eastbound
and westbound left turns is recommended. This would improve the eastbound and
westbound left turns to LOS D or better during the PM peak hour. The southbound left
turn would still operate at LOS E under all scenarios, but further analysis indicates that
no queuing issues are expected for this movement during the PM peak hour.
• France Avenue and Eastbound TH 62 Ramps: The intersection as a whole operates at
LOS A during the weekday AM peak hour under all analysis scenarios. During the AM
peak hour, all movements operate at LOS D or better under all scenarios.
During the weekday PM peak hour, the overall intersection operates at LOS A under all
scenarios. All movements operate at LOS D or better under all scenarios, excluding the
eastbound left turn and through movements, which operate at LOS E. Once again,
further analysis indicates that no queuing issues are expected for the eastbound
movements despite the LOS E condition. No improvements are necessary at this
intersection to accommodate the proposed development.
• France Avenue & Westbound TH 62 Ramps: The intersection as a whole operates at
LOS C during the weekday AM peak hour under all analysis scenarios. During the AM
peak hour, all movements operate at LOS D or better under all analysis scenarios.
During the weekday PM peak hour, the overall intersection operates at LOS C under all
scenarios. All movements operate at LOS D or better under all analysis scenarios during
the PM peak hour. No improvements are necessary at this intersection to accommodate
the proposed development.
4-2
Parking Impacts
The proposed project includes approximately 420 on-site parking stalls to accommodate all
visitor and staff needs. The project will not impact any off-site parking facilities or any on-street
parking areas.
Transit Impacts
Existing transit routes are located on Valley View Road, France Avenue and 65th Street. The
Southdale Transit Center is located a few blocks southeast of the proposed development. Bus
stops are located along Valley View Road, 65th Street and France Avenue. Routes 6, 152, 587
and 631 provide regular transit service to this area. The proposed development is not expected to
significantly impact the need for transit service in this area. Maps of the existing transit routes
are shown in the Appendix.
Bicycle and Pedestrian Impacts
Sidewalks are provided along all streets surrounding the proposed project. The proposed project
will include access from the building to the existing sidewalk system. No significant impacts to
the sidewalk system are expected due to the proposed project.
4-3
66
.....•,,/°A
Z Z ZZ ZZ
4— C/C/C/C/C 4. C/C/C/C/C
DID/DID/ID
BAIAI DD/D/DI/DID/IDA/A D/lDD
00 c.)6 66
D/D/D/D/D DID/DID/ID —>
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D/D/D/D/D
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6
2007 Existing AM Peak Hour Level of Service
2011 No Build AM Peak Hour Level of Service
2011 Scenario 1 AM Peak Hour Level of Service
2011 Scenario 2 AM Peak Hour Level of Service
2011 Scenario 3 AM Peak Hour Level of Service
NOT TO SCALE
)0(
NOTE: ALL RESULTS SHOWN ASSUME EXISTING CONTROLAND GEOMETRICS.
TRANSPORTATION IMPACT
ANALYSIS FOR EDINA
CROSSTOWN MEDICAL
BUILDING
FIGURE 4-1
AM PEAK HOUR
LEVELS OF SERVICE
1,S)
‹14, TO WESTBOUND US 62
TH 62
FROM EASTBOUND US 62 4'
D/D/D/C/C —At
D/D/D/C/C —> A/A/A/A/A
65TH STREET
BIBIBIB1B
s47 B/B/BIB/B
BIBB/BM
Wend<
FROM WESTBOUND US 62 TO WESTBOUND US 62
FROM EASTBOUND US 62
65TH STREET
/VA/A/A/A
TO EASTBOUND US 62
414,1>
41- AIB/B/B/B
AlB/B/BIB 47— 0/DID/DID
FAIAID/IDF/FIDNAI/FID/FIDA
T
B/B/C/C/C
gaa
FROM EASTBOUND US 62
D/D/EJFJE D/D/D/D/D —>
D/D/D/D/D
exicicic t
65TH STREET
B/B/B/C/C
Np— B/B/B/C/C
B/C/C/C/C
tct
44
C/C/C/C/C
TH 62
s s
FROM EASTBOUND US 62 4'
D/D/D/D/D —11%
D/D/D/D/D --> A/A/A/A/A --4,
E/FJE/E/E
E/E/E/E/E -->
A/A/A/A/A --4,
65TH STREET
FROM WESTBOUND US 62
A/A/A/A/A
TO EASTBOUND US 62
TO WESTBOUND US 62
TO WESTBOUND US 62
2007 Existing PM Peak Hour Level of Service
2011 No Build PM Peak Hour Level of Service
2011 Scenario 1 PM Peak Hour Level of Service
2011 Scenario 2 PM Peak Hour Level of Service
2011 Scenario 3 PM Peak Hour Level of Service
NOT TO SCALE
NOTE: ALL RESULTS SHOWN ASSUME EXISTING CONTROL AND GEOMETRICS.
Wend<
TRANSPORTATION IMPACT
ANALYSIS FOR EDINA
CROSSTOWN MEDICAL
BUILDING
FIGURE 4-2
PM PEAK HOUR
LEVELS OF SERVICE
5.0 Conclusions
The conclusions drawn from the information and analyses presented in this report are as follows:
O The proposed development will generate 211 trips during the weekday AM peak hour and
321 trips during the weekday PM peak hour under Scenario 1, 284 AM and 431 PM peak
hour trips under Scenario 2, and 432 AM and 557 PM peak hour trips under Scenario 3.
• The study intersections of have adequate capacity with existing geometrics and control to
accommodate the proposed development while maintaining acceptable levels of service. It
is recommended that protective/permissive phasing be used for the eastbound and
westbound approaches of 65th Street at France Avenue to alleviate potential operations
issues for the left turn movements. The development traffic is not expected to require any
other changes to the existing roadway network.
• With the inclusion of dedicated visitor and staff parking area, parking impacts for the
proposed facility are expected to be minimal.
• No significant impacts are expected to the existing transit, bicycle, or pedestrian facilities
due to the proposed project.
5-1
Metro Transit Routes: , -
BeLine Routes: - SW Metro:
6.0 Appendix
Bus Routes
Route 6
• • ar•nn•
50th Stw,
54th
LAKE
CORNELIA
r
..66th St
70th St
Edina Industrial
Park
Dewe Hill
69th St
=----="tentennial Lakes
Park
76th St
69th St
70th St
Hotel _Sofi
-
Sherat n Minnes
Bloom! gton
Southdale Shopping Center France Ave .), e , 1 Q 1 4 52 ) EC Southdale Transit Center
8th St
Minnesota Drive and France Ave
Metro Transit Routes:
BeLine Route:
50th St
M\T1A:
6-1
6-2
Route 152
\-aN
Lake
Calhoun
Excelsior Blvd 8( Quentin Ave
Southdale Transit Center
Metro Transit Routes:
evo
BeLine Routes: SW Metro:
Minn. St. Pi Inten Airpc
Mall of AtterIca
\ke, zcc
0,fe Park Kenwood
Minnetonkal Lake
U.
Interlachen
-Fairview —Southdale Hospital
S uthdale 'S owing Center 69tI St
Gallagher
Edina Parklawn--\
Industrial Blvd 77th 76th St
6-3
Route 587
Glenwood
Wirth /41
7
Bryn
Park PMaarwkr / %•n — • _ „...-eu catu ri N.E n:q94
Glenwood
Route 631
I I
11-1111 ROUTE 631
TIME POINT
A PARK & RIDE
Fairview
Southdale
Hospital
W 68TH ST.
SOUTHDALE MALL
STOPS BY DOOR 13
ALSO SERVED BY
MT 515
BE LINE 539
C=J ›-
W 66TH ST.
SHADY OAK UR
6-4
Coll 48 Hours before clIgging
GOPHER STAlE ONE CALL
Twin City Areo151-454-0002- - _ _ -18,ToW-Fsee-1--80.252,4164 Site P v opment ununary
4010 65114nw-L WEST
87,794 SF (2.02 ACRES)
40,150 SF (45.7%)
39,990 SF (45.6%)
PLANNED OFFICE DISTRICT (P00-1)
REGIONAL MEDICAL DISTRICT (MAO)
BUILDING PARKING
35' OR BLDG. HT. 20'
20' 10'
20' OR BLDG. HT. 10'
MEDICAL OFFICE
63,000 GSF
INFILTRATION BASIN
PROPOSED MONUMENT
SIGN
PED RAMP
SITE ADDRESS:
SITE AREA:
COSTING GREENSPACE:
PROPOSED GREENSPACE
EXISTING ZONING:
PROPOSED ZONING:
SETBACK REQUIREMENTS:
FRONT
REAR
SIDE
PROPOSED USE
BUILDING SIZE
r - 414grt„.'
cm Sign Legend
REFERENCE sizE binDOT OF GNATION
5.1 STOP SIGN 30' X 30' R1-1
S.2 HANDICAP ACCESSIBLE 12" X 18' R7-8M
S.3 NO PARKING 12" X 12' R8-38
Site Legend
asam Eeseosea
PROPERTY UNE
LOT UNE
SETBACK UNE
EASEMENT UNE
CURB AND GUTTER
POND NORMAL WATER LEVEL
RETAINING WALL
FENCE
CONCRETE PAVEMENT
CONCRETE SIDEWALK
BITUMINOUS PAVEMENT
NUMBER OF PARKING STALLS
TRANSFORMER
SITE UGHTING
TRAFFIC SIGN
POWER POLE
BOLLARD / POST
PROPOSED FENCE/
SCREEN WALL
- • - • - - • - • - • - • - • -
••'•?.•..2"F
CC1
lip
,-1.11.1.111.111111.111.111111.111111.11.11111 *
immumi
1111111111 111111111R1,11 URI
1111111
BEI -
4kaNumNur
. 1
o
11
r
1
_
.
in.
3.3'
21.1'
3.3'
IT
11.112isss Nisa a
wiropligiatftallit,_
11111111•11/1781117
Niaikamzzarivai
immemorriekr11111111Plirmill. ir/11:71:111
1111k.,
I
atm am
12.0' left 1111111
10.0'
19.0'
PED RAMP
8.0' PED RAMP
SAW CUT EXISTING
SIDEWALK AT FIRST JOINT
BEYOND PROPERTY UNE AND TAPER
PROPOSED SDEWALK TO
MATCH
3.7'
11.9
General Site Notes
1. BACKGROUND INFORMATION FOR THIS PROJECT PROVIDED BY WESTWOOD PROFESSIONAL SERVICES.
2. LOCATIONS AND ELEVATIONS OF EXISTING TOPOGRAPHY AND UTILITIES AS SHOWN ON TEIIS PLAN ARE APPROXIMATE. CONTRACTOR SHALL FIELD VERIFY SITE CONDITIONS AND UTIUTY LOCATIONS PRIOR
TO EXCAVATION/CONSTRUCTION. IF ANY DISCREPANCIES ARE FOUND, THE ENGINEER SHOULD BE NOTIFIED IMMEDIATELY.
3. ALL DIMENSIONS ARE TO FACE OF CURB OR EXTERIOR FACE OF BUILDING UNLESS OTHERWISE NOTED.
4. REFER TO ARCHITECTURAL PLANS FOR EXACT BUILDING DIMENSIONS AND LOCATIONS OF EXITS. RAMPS, AND TRUCK DOCKS.
5. ALL CURB RADII ARE SHALL BE 5.0 FEET (TO FACE OF CURB) UNLESS OTHERIMSE NOTED.
6. ALL CURB ANO GUTTER ON PRIVATE PROPERTY SHALL BE 6612 UNLESS OTHERWISE NOTED. ALL
CURB AND GUTTER ON PUBUC PROPERTY SHALL BE 61618 UNLESS OTHERWISE NOTED.
7. THE CONTRACTOR SHALL BE RESPONSIBLE FOR PROVIDING AND MAINTAINING TRAFFIC CONTROL
DEVICES SUCH AS BARRICADES, WARNING SIGNS, DIRECTIONAL SIGNS, FLAGGERS AND LIGHTS TO
CONTROL THE MOVEMENT OF TRAFFIC WHERE NECESSARY. PLACEMENT OF THESE DEVICES SHALL BE APPROVED BY THE CITY AND ENGINEER PRIOR TO PLACEMENT. TRAFFIC CONTROL DEVICES SHALL
CONFORM TO APPROPRIATE MNDOT STANDARDS.
PEI) RAmy -
SAW CUT EXISTING- " SIDEWALK AT FIRST JOINT-
BEYOND PROPERTY
UNE AND TAPER
PROPOSED SIDEWALK TO
MATCH
0' 20' 40' 60'
B. BITUMINOUS PAVEMENT AND CONCRETE SECTIONS TO BE IN ACCORDANCE WITH THE
RECOMMENDATIONS OF THE GEOTECHNICAL ENGINEER.
9. CONTRACTOR SHALL MAINTAIN FULL ACCESS TO ADJACENT PROPERTIES DURING CONSTRUCTION AND TAKE ALL PRECAUTIONS NECESSARY TO AVOID PROPERTY DAMAGE TO ADJACENT PROPERTIES.
10. NO WORK ALLOWED IN MnDOT RIGHT OF WAY PRIOR TO ACQUISITION OF MnDOT PERMIT.
NOT FOR CONSTRUCTION
Parking-Sifnunary-
PROPOSED PARKING: 310 STAU.S#
REQUIRED PARKING: 302 STALLS.
INCLUDE&
26 SURFACE PARKING STALLS 71 STALLS PFR LEVF1 - 4 I EVFLS
310 TOTAL STALLS
• REQUIREMENT:
63,675 X .00025 44 15.9
15.9 + 195.0 w 211 SF / STALL
65675 / 675 302 STALLS REQUIRED
4' WOE CONCRETE SIDEWALK
20.0 BUILDING SETBACK
10.0' PARKING SETBACK
I
LIORR
EDINA CROSSTOWN
MEDICAL LLC
EDINA CROSSTOWN
MEDICAL BUILDING
4010 65th STREET
WEST
EDINA, MN
M.....r...... Ail ................
1.0 1.11.101111.1
MOIR 111.01.11111 MR 111.0.12 MUNN 1.800.18
WIlit11.00d ...........am
Mohagen willirir Hansen Arch/teen/fat Lila
Group
KI1 ha. Cab Co. Iff. TO 16L011.71011
Sao ?CO fa 1152.426.7410
forst. MI 55.111 ......V4.......
I HEREBY CERTIFY TEAT THIS PLAN WAS PREPARED DY ME OR UNDER MY DIRECT SUPERVISION, AND THAT I AM A DULY LICENSED PROFESSIONAL
ENGINEER UNDER THE LAWS OF THE
STATE Of MINNESOTA.
CIIRLSTOPEER J. CARDA PE
REGISTRATION NUMBER. 43360
WESTWOOD SHALL BE DEEMED THE AUTHORS AND OWNERS OF THEIR RESPECTIVE INSTRUMENTS OF SERVICE AND SHALL RETAIN ALL COMMON LAW
STATUTORY AND OTHER RESERVED RIGHTS. INCLUDING COPYRIGHTS OF THE ATTACHED DOCUMENTS.
NO. DESCRIPTION DATE
PROJECT mark 2007120500
DRAWN or
CHECKED BC C. GARDA
DATE 4.28.00
I -
COMPUTER DIRECTORY
PRELIMINARY
SITE PLAN
CITY SUBMITTAL ,
. N C 3
EDINA CROSSTOWN
MEDICAL ILC
EDINA CROSSTOWN
MEDICAL BUILDING
4010 65th STREET W.
EDINA, MINNESOTA
Mohagen
Hansen
Architectural
Gawp
MI Ma NY
Wm* VI NM
IFICA1101*
. RLID
INCLUDING 8 ACCESSEXE SPUS
tATIONS
Mel riuweat 07438004.
641696 80 SOUVER
58(5980 80 1+0 HANSEWS. OMER
A8).
NONE 30%
UNL/NITED - TIF_O TO SE730CKS
1.0 (KO
78,996 SF
20.221 SF
81,369 SF
28,425 SF
87,794 SF REGIONAL
SITE PLAN SITE ARE4=PERCEM1 81611945 COVER
20,072 SF/87,794 SF= 23X
PERCENT 145E8(10645
61.3e9 50/87,794 SF= 70%
ARE...PERCENT GREENSPACE
28,425 SF/87,794 SF. 30%
/WE AREA.FLOOR AREA 80113
50/87.794 SF= .877 < 1.0
CITY SUBMITTAL
A1.0
MINUTES OF THE
Edina Transportation Commission
Thursday, April 17, 2008
Edina City Hall
4801 West 50th Street
Council Chambers
MEMBERS PRESENT:
Les Wanninger, Jean White, Marc Usem, Paul Mooty, Warren Plante, Steve Brown,
Tom Bonneville, Geof Workinger
MEMBERS ABSENT:
Hilah Almog
STAFF PRESENT:
Jack Sullivan, Sharon Allison
I. Call to Order
The meeting was called to order by chair Workinger.
II. Welcome Thomas Bonneville, New Commission Member
New member Thomas Bonneville was welcomed to the Commission.
III. Chairperson and Vice Chair Voting
Chair Workinger accepted the vote to be the chair person.
Commissioner Wanninger nominated Commissioner White as the vice-chair. The nomination
was seconded by Commissioner Usem. All voted aye. Motion passed.
IV. Comments
a. Chairman Comments
None
b. Public Comments
None
V. Old Business
a. W. 70th/Cornelia Area Traffic Study Next Steps
Commissioner Wanninger recommended that staff and consultant prepare a final
recommendation to be shared with the SAC on June 4. The SAC is then to arrive at a final
plan for recommendation to the Council.
Commissioner Wanninger said he is recommending closing the study as soon as possible
because he believes they have indentified the issues relating to safety, access, etc. and they
have not heard any new information since holding the public hearings. He said further that
they have already spent $130,000, not including staff, Commissioners' and SAC time.
Additionally, he said the Mayor and at least two Councilmembers are becoming involved and
this undermines the work of the ETC/SAC. Commissioner Wanninger said there is no easy
solution and there will not be 100% agreement.
After discussion, Commissioner Usem recommended that they not close the study, but instead
meet with Council so that Council can provide input on the process that th‘ S C Iias been
using. He also recommended reviewing the composition of the SAC. ckL
By consensus, Commissioners Workinger, Wanninger, Brown, Usem and Bonneville will meet
with the Council, staff and consultant. Additionally, Cc*mmissioper§ wIklupplit, \questions to
staff for submission to the consultant. StaffrWirmdt(wilh the consuilant and-report back to the
ETC.
Commissioner Wanninger stepped down as chair of the SAC. Commissioner Brown was
nominated as his replacement. All voted aye. Motion passed.
VI. New Business
Commissioner Plante said based on what is happening with the NE Edina Study, he is
recommending that the ETC pass a resolution recommending that the Council approve the
safety improvements.
Commissioner Plante motioned to adopt the resolution. The motion was seconded by
Wanninger. All voted aye. Motion passed.
VII. Approval of Minutes
a. Regular Meeting of February 21, 2008
Commissioner Wanninger motioned to approve the minutes of February 21, 2008. The motion
was seconded by Commissioner Brown. All voted aye. Motion passed.
VIII. Planning Commission Update (Commissioner Brown)
Commissioner Brown said the Comp Plan was submitted to Council and they are waiting for
feedback and adoption. He said the Pentagon Park and the AUAR is the most significant
project that they have worked on recently.
IX. Staff Liaison Comments (Sullivan)
a. Draft of Transportation Chapter of Comprehensive Plan
The final draft format is completed.
b. "Pace Car not the Race Car" Campaign
The campaign is under way — there was an article in 'In Edina' and in the Star Tribune on April
14. City Manager Gordon Hughes, has indicated a bumper sticker will be placed on each City
vehicle.
c. Status of 25 mph language
March 3, Council passed a resolution for the state to study 25 mph speed limits.
d. Comprehensive Plan Update
A public hearing was held on March 27 which begins the 45-day comment period. In May,
Council will make their final decision.
X. Adjournment
There being no further business, the meeting adjourned at 9 p.m.
2
Comments on Public Works Land Value
As A Transit Hub
May 6, 2008
To: Mayor Jim Hovland
Edina City Council Members
Edina Traffic Commission Members
Edina Planning Commission Members
Gordon Hughes, City Administrator
Wayne Houle, City Engineer
Jack Sullivan, Asst. City Engineer
My hope is that we, as a city, someday decide to act in way that properly considers an
environmentally responsible and energy efficient transportation future for our citizens. That future
MUST be less dependent on fossil fuel powered automobiles and rely more on clean, quiet, efficient
and sustainable modes of transportation, both public and private. Present technology provides for
many and various alternatives to the car, ranging from personal transportation such as bicycles and
small electric vehicles, all the way to advanced mass transit such as hybrid-electric buses and a new
breed of ultra-modern, quiet light and heavier electric passenger rail service. In an era of global
climate change and $4.00 per gallon gasoline, many more quiet, low-emission transportation
alternatives will be developed and introduced in the near future. And of course, the oldest alternative
still remains — walking We as a city should strongly study and encourage these developments.
Unlike our car-centered transport system, most green alternatives work better with suitable
population densities. Fortunately, Edina's current density is more than sufficient. And alternatives
work better when they can be used in combination depending on weather, distance traveled, time
available and their price. And unlike car-centered systems, such transportation alternatives should be
available to all those who want it — not just those competent to drive, most especially as our senior
population increases. And of course, when we finally decide to develop a more balanced
transportation approach (and we will), the escalating cost and vicious cycle of road building, road
expansion, road maintenance and continual loss of Edina land to roads and parking structures will
begin to abate.
Many of the greener alternatives require use of more than one transportation mode. Short and lower
speed travel to a facility where a longer range, higher speed travel option is available. This approach
maximizes green space and many such transit hubs for automobile to bus connections are now being
built — but not yet in Edina (except for park and ride lots). A better transportation future for Edina
requires us to build one — probably within 10 years — hopefully sooner. One that incorporates as
many of the known and likely clean alternatives our imagination allows and our future demands.
We are very lucky; the current Edina Public Works Facility has one of the best locations conceivable
for an Edina transit hub. It is located at or near the junction of many of our most important
roadways. Within walking and biking distance of many north Edina neighborhoods. Next to a
significant retail area. Surrounded by under-used parking structures. Near enough to all other
residential and commercial areas in Edina for clean, short range transportation options to work. And
1 of 2
straddling the ONLY railway bed in Edina. Many (including myself) believe this line to be a nearly
perfect location for passenger rail; or a city bike expressway; or, hopefully both.
And please remember one more thing. Ten years ago the crude oil price was $12/barrel, 1/10th what
is now. And most were unaware of fossil fuel caused "climate change". Times have changed since
the previous rail evaluation study was completed in 2001. And rail technology has improved. Who
would have even conceived then that light rail in the Twin Cities would be popular and heavily used
since the first line opened? Ten years from now I hope we are well on our way to a better
transportation future.
As far as I can tell, no serious thought or consideration has been given by our city to this or any other
future public use of the public works land. And no one with the exception of the Planning
Commission (thank you very much) seems willing to even question the sale of this land to a private
developer who has no intention of developing the site with any future public purpose in mind.
Please allow us, the public who you are supposed to serve, to have the opportunity to suggest and
defend alternatives such as a transit hub option for this public land. An in the future, please demand
of your staff and commissions that they THINK CRITICALLY about the long term and unintended
consequences of what they are studying and approving — independent of the proposing developer or
consultant. Thank you.
Ronald R. Rich
2 of 2