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HomeMy WebLinkAbout2009-08-20 Meeting PacketEdina Transportation Commission Roll-Call Sign-in Sheet August 20, 2009 Last Name First Name Signature Abramovitz Usha 419 -entijc- Bonneville Thomas Janovy Jennifer ---2 -1___-----___ ' Plante Warren e / 4 /4- Schroeder Michael I" ...EA • ,... Sierks Julie Alose,t/Js- d\ei n — .(14\e,-1 0 Usem Marc P1-1 -gQ.A"iik- Z)-S4 q/`/ / 4., White Jean Workinger Geof AGENDA Regular Meeting of the Edina Transportation Commission 6:00 PM, Thursday, August 20, 2009 Edina City Hall 4801 West 50th Street Council Chambers I. Call to Order II. Comments Chair Comments Community Comments III. Approval of Minutes Regular Meeting of June 18, 2009 *+ IV. Old Business A. No old business V. New Business 9( Counties Transit Improvement Board Presentation - Mr. Peter McLaughlin, Hennepin County Commissioner 4th District 4820 W. 77th Street Transportation Review+ I. 8050 W. 78th Street Transportation Review+ Safe Routes to School Study*# Yfr Planning Commission Update (Commissioner Schroeder) -4/e, Bike Edina Task Force Update (Commissioner Janovy) a. Bike meeting minutes (Ju1y2009)*# VIII. Staff Comments A-- 20010/2011 Neighborhood Reconstruction Projects# b. Promenade Improvements*# c. Public Works Accomplishment Report*# d. Traffic Safety Reports (July, August 2009)*# IX. 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. 711- 113 MINUTES OF THE Edina Transportation Commission Thursday, June 18, 2009 Edina City Hall 4801 West 50th Street Council Chambers MEMBERS PRESENT: Geof Workinger, Jennifer Janovy, Julie Sierks, Marc Usem, Warren Plante, Michael Schroeder MEMBERS ABSENT: Tom Bonneville, Jean White, Paul Mooty, Usha Abramovitz STAFF PRESENT: Wayne Houle, Jack Sullivan, Sharon Allison I. Call to Order The meeting was called to order by chair Workinger. II. Comments a. Chairman Comments Chair Workinger welcomed Commissioner Michael Schroeder to the ETC. Commissioner Schroeder will serve as the Planning Commission's liaison. b. Community Comments None. Ill. Approval of Minutes a. Regular Meeting of April 16, 2009 Commissioner Plante motioned to approve the minutes of April 16, 2009. The motion was seconded by Commissioner Janovy. All voted aye. Motion carried. IV. Old Business a. Halifax Avenue Neighborhood Traffic Management Plan (NTMP) Assistant City Engineer Sullivan explained that an NTMP petition was submitted at the same time that a sidewalk was planned for Halifax Avenue. He said a decision was made to wait until after the sidewalk was installed to see if residents still wanted to move forward with the petition. Mr. Sullivan said at the April 16, 2009, ETC meeting, the petition was brought up again for and it was determined that a survey should be sent to the residents to gauge their interest now that the sidewalk is completed. Mr. Sullivan said the survey was sent to residents and less than half responded (an amount that does not meet the criteria for moving forward). For this reason, Mr. Sullivan said staff's recommendation is not to move forward with the NTMP. After discussion, Commissioner Usem made a motion to accept staff's recommendation. The motion was seconded by Commissioner Plante. All voted aye. Motion carried. V. New Business a. Complete Streets Assistant City Engineer Sullivan said that Hennepin County's Complete Streets Resolution is one of the first in the state. He said Mn/DOT and St. Paul is in the process of developing theirs and Mn/DOT is expected to complete a study and report to the legislature December 2009. Mr. Sullivan explained that the purpose of Complete Streets is to reduce foot prints, get people out of cars and get them walking, biking or onto mass transit. He explained further that while Edina does not have a Complete Street resolution when neighborhood reconstruction projects or redevelopments are planned every opportunity is made to include elements such as sidewalk and biking lanes. After a discussion, Commissioner Janovy agreed to conduct research to see what other cities are doing as it relates to Complete Streets. Chair Workinger said they should be mindful not to create a document that is going to replicate information that is already included in documents such as the Comp Plan. b. Transportation Funding Presentation Assistant City Engineer Sullivan explained that there are three general sources of funding: federal, state and local. He said an example of federal funds is the stimulus package; however, Edina is not receiving any stimulus money (applications were submitted for funding for two projects). State funds, he said, are in the form of gas tax, license tabs and vehicle sales tax for which Edina receives approximately $1 million annually to be used on State Aid roads. Mr. Sullivan said local funds are special assessments to residents for the full cost of work that was done. Other local funds include 20% from property taxes for general maintenance such as snowplowing. c. Transportation Issues in Edina Assistant City Engineer Sullivan said transportation issues were also discussed at the work session with Council. He explained that the ETC began as a result of the Local Traffic Task Force, to work on the six issue areas that were identified by them. Mr. Sullivan said the six areas are either completed or nearing completion. Moving forward, Mr. Sullivan said the Comp Plan as a list of areas that the ETC can work on, namely: the Gateway Area Redevelopment; France Avenue — Crosstown Interchange; W. 70th Street (Hwy. 100 to France Avenue) [in the implementation phase]; EastNVest Connector Corridor; I-494/Th 169; TH 169/Bren Road; and Crosstown/Xerxes Avenue. VI. Planning Commission Update (Commissioner Schroeder) Commissioner Schroeder reported that the Planning Commission has not been seeing a lot of development; therefore, the focus is on bringing the ordinances in compliance with the Comp Plan. He said the process should take about 20 months and it will include meetings with the various boards and commissions as well as developers to understand how they view the ordinances. 2 e 44- 711. VII. Bike Edina Task Force Update Commissioner Janovy) a. Bike meeting minutes (April, May and June 2009) Commissioner Janovy said the Promenade bike and walking trail grand opening is scheduled for Saturday, June 20. Chair Workinger asked Mr. Sullivan to show the commission the conceptual drawings for the Promenade at the next meeting. Commissioner Janovy also reported that several bike rides with the Mayor are scheduled and that Interlachen Blvd should be signed for bike lanes soon. VIII. Staff Comments a. Work session with Council — Meeting Minutes In the recently held work session with the Council, Mr. Sullivan said the Council noted that one of the ETC's purposes is to help alleviate the Council's responsibilities. Commissioner Schroeder asked that the minutes be corrected to show that he was present. b. Greater Cornelia Area/70th Street Study Update Assistant City Engineer Sullivan said plans for Phase I, removal of the free right turn from Highway 100, will be sent to Mn/DOT within the next week for review; the expected completion date is still this fall. Phase 2, which includes everything east of France, is currently being surveyed to make sure they stay within the existing foot print of the roadway. A fall approval from Council and spring 2010 reconstruction is expected. Mr. Sullivan said funding will be State Aid dollars and 20% assessment to residents. He said it is still too early to identify an estimated cost. c. Northeast Edina Traffic Study Update Assistant City Engineer Sullivan reported that the Country Club Reconstruction Project is progressing nicely. He said the north half is complete and the contractor is now working on the south half. Meeting adjourned at 8:05 p.m. 3 Page 1 of 1 Item V. B. Edina Transportation Commission REGULAR TRANSPORTATION COMMISSION MEETING REPORT/RECOMMENDATION To: From: Date: Transportation Commission Jack Sullivan, PE Assistant City Engtheer August 20, 2009 Subject: 4820 W. 77th Street Transportation Review Agenda Item No.: V.B ACTION: Recommendation/Motion Discussion Information Recommendation: Review the attached transportation study submitted by Kimley —Horn dated July 31, 2009, review memo dated August 5, 2009 from WSB and Associates, and follow up memo from Kimley-Horn dated August 13, 2009. If so desired by the Transportation Commission, adopt a motion recommending that the Transportation Study for 4820 W. 77th Street does not adversely affect the adjacent transportation system. Info/Background: Staff received the transportation analysis for modifying 18,400 square feet of general office space in the old Walsh Title building to a mixed use of 7,900 square feet of restaurant space with seating for 140 and the remaining 10,500 square feet will remain general office space. Staff and WSB reviewed the transportation analysis and offered comments in the review memo dated August 5, 2009. All comments from the August 5th memo have been addressed in the August 13th submittal. G:\Engineering\InfraStrUetUre\Streets\Traflic\Transportatiofl Commission \Agendas\2009 R&R\20090820_4820West 77th.doe 1:11/1 Kimley-Horn 1 and Associates, Inc. Suite 345N 2550 University Avenue West St. Paul, Minnesota 55114 Memorandum To: Wayne Houle, PE, Public Works Director/City Engineer, City of Edina Jack Sullivan, PE, Assistant City Engineer, City of Edina From: JoNette Kuhnau, PE, PTOE Date: July 31, 2009 RE: Trip Generation Analysis Walsh Title Site, 4820 W 77th Street The purpose of this memorandum is to document the analysis and assumptions for the redevelopment/reuse of the Walsh Title building at 4820 W 77th Street in Edina. The City of Edina Transportation Impact Analysis Initiation and Review Policy states that a TIA is required for any development meeting any or all of the following criteria: • generating approximately 1,000 or more vehicle trips per day • generating approximately 100 or more vehicle trips in any one hour period • if associated roadway traffic is increased by 50% or more The Policy also states that when a TIA is not required, a traffic study is required in lieu of a TIA. The Edina Gateway Pentagon Park Redevelopment Project is a mixed use development with office, retail and housing components on several sites along W 77' Street between TH 100 and France Avenue in the City of Edina. It is expected that the entire Pentagon Park project would be completed by the year 2017, and would include approximately 820,000 gross square feet (s.f.) of office and retail space and a 150-room hotel on the Pentagon Towers site, along with 634 residential units and 29,000 gross s.f. of retail on the Pentagon Quads site. The existing Walsh Title site is within the Pentagon Park project area, but was not assumed to be redeveloped, as documented in the Overall Development Plan'. The current zoning of the site is Mixed Development District (MDD) 6, and the Walsh Title building currently consists of a single tenant office use of approximately 18,400 square feet (s.f.). The existing building is proposed to be reconfigured to consist of a restaurant occupying about 7,900 s.f., with the rest of the building (approximately 10,500 s.f.) assumed to remain as office space. There is not currently a tenant planned for the office Traffic Impact Analysis Report for Edina Gateway, LLC. Pentagon Park Redevelopment Mixed-Use Community, Overall Development Plan, January 2008. TEL 651 645 4197 FAX 651 645 5116 July 31, 2009 Page 2 of 4 space, but the existing use was assumed to be conservative relative to the trip generation results. No changes to parking or vehicle access of the site are anticipated. The existing site layout is shown in Figure 1. There would also be no changes proposed to the pedestrian or bicycle network as part of the reuse of the building. As a result, pedestrian and bike access and safety in the area are not expected to be impacted. There are currently Metro Transit bus stops on W 77th Street (eastbound and westbound) adjacent to the site, and no changes are proposed to the existing transit stops or service. Traffic generated by the existing office and the proposed restaurant were estimated using trip generation rates from the Institute of Transportation Engineers Trip Generation Manual2. The ITE Trip Generation Manual also provides directional trip distributions that give the percentages of vehicles entering and exiting the site based on the proposed land use and the peak hour of interest. The existing use in the Walsh Title building is represented by Single Tenant Office Building (Land Use 715). Table 1 below summarizes the existing trip generation. Table 1. Existing Trip Generation. Land Use Address ITE Land Use Size Units Occupancy Time of Day Trip Rate Trip Generation Total In Out Trips Trips Walsh Title 4820 W 77th Street 715 18,400 at 100.0% Daily 11.57 213 107 107 AM Peak 1.80 33 29 4 PM Peak 1.73 32 5 27 Total 100.0% Daly 213 107 107 AM Peak 33 29 4 PM Peak 32 5 27 The proposed use is a Sit-Down Restaurant (Land Use 932) and is assumed to be open for lunch and dinner. The AM and PM peak hours for the office and proposed restaurant were evaluated. The mid-day peak hour could not be evaluated because the Trip Generation Manual does not include trip generation for mid-day hours. Table 2 summarizes the proposed trip generation based on the new use. As a comparison, the proposed tenant has an existing restaurant in St. Paul with 140 seats, and has estimated that site generates around 400 trips per day. No reductions in trip generation due to mode share (i.e., transit service) or pass-by trips were assumed. Both the Burgundy Place and Walsh Title sites are multi-use developments and it might be expected that some of the trips to the proposed restaurant could be generated from the residential component of Burgundy Place or the office component of the Walsh Title site. Based on the data contained in the Trip Generation Handbook3, this internal capture would be expected to represent approximately 10 percent of the trips to and from the restaurant in the PM peak hour (about 4 trips total). However, to be conservative in the analysis, no internal capture was assumed. 2 Trip Generation Manual, Eighth Edition, Institute of Transportation Engineers, Washington, D. C., 2008. 3 Trip Generation Handbook, Second Edition, Institute of Transportation Engineers, Washington, D.C., 2004. July 31, 2009 Page 3 of 4 Table 2. Proposed Trip Generation. Land Use Address ITE Land Use Size Units Occupancy Time of Day Trip Rate — Tr p Generation Total In Out Trips Trips Single Tenant Office 4820 W 77th Street 715 10,500 sf 100.0% Daily 11.57 122 61 61 AM Peak 1.80 19 17 2 PM Peak 1.73 18 3 15 Sit-Down Restaurant 4820W 77th Street 932 140 seats 100.0% Daily 4.83 676 338 338 AM Peak 0.00 0 0 0 PM Peak 0.41 57 34 23 Total Dal y 798 399 399 AM Peak 19 17 2 PM Peak 75 37 38 Net Trip Generation Dally 585 292 292 AM Peak -14 -12 -2 PM Peak 43 32 11 As shown, the daily and peak hour trip generation totals do not exceed the triggers set by the City of Edina for a TIA. The AM peak hour trip generation is expected to be slightly lower than in the existing conditions and the PM peak hour is expected to have a small increase in the number of trips. The PM peak hour trip generation represents an increase in traffic volume at the W 77th Street/Towers Access intersection of approximately 1.8 percent over the 2009 Phase 1 Build4 PM peak volumes that were analyzed as part of the Aloft Hotel TIA. The level of service (LOS) of the W 77th Street/Towers Access intersection, which provides access to the Walsh Title property, was analyzed to determine if any intersection or signal phasing improvements were needed to accommodate the increased traffic generated by the restaurant. The eastbound left-turn lane at the signal has limited storage capacity (approximately 75 feet, not including the taper), so a significant increase in left- turn volume could potentially cause queuing issues on W 77th Street. The projected 2009 Phase 1 Build for the Aloft Hotel showed 85 eastbound left-turn vehicles at the signal during the AM peak hour and 93 left-turn vehicles during the PM peak hour. Based on the trip distribution for the Gateway Study Area5 and the trip generation shown in Table 2, there would be expected to be a decrease of approximately 9 eastbound left turns during the AM peak hour and an addition of approximately 24 left turns during the PM peak hour. Analyzing the W 77th Street/Towers Access intersection in Synchro/SimTraffic with the proposed restaurant traffic, the intersection would be expected to operate at LOS A (4.4 seconds of delay/vehicle) in the AM peak hour and LOS B (11.7 seconds of delay/vehicle) in the PM peak hour. In the AM peak hour, all movements operate at LOS D or better. The eastbound left-turn movement would be expected to operate at LOS A (4.4 seconds delay/vehicle) with a 95th percentile queue of 38 feet (about 2 vehicles). The westbound through volumes in the AM peak are relatively low and there is little or no westbound queuing, so there are frequent gaps for the permissive left-turn movement. 4 Phase 1 assumes the completion and full occupancy of Burgundy Place and the Aloft Hotel. 5 Gateway Study Area Alternative Urban Areawide Review (AUAR), 2007. July 31, 2009 Page 4 of 4 In the PM peak hour, all movements at the intersection operate at LOS D or better, except for the northbound left-turn, which operates at LOS E. This is a relatively low volume movement (50 vehicles in the PM peak hour), but the delay is a result of the queues on westbound W 77th Street that limit the ability of the northbound left-turn vehicle to turn onto W 77th Street (i.e., the westbound queue from the TH 100 NB signal fills the space between the two signals). This issue occurs in the existing PM peak hour conditions, even though the overall intersection operates at LOS C and the westbound through movement operates at LOS D. The proposed reuse of the Walsh Title building did not have any observable impact on the LOS or queuing at the W 77th Street/TH 100 NB intersection or the westbound through movement at the intersection. The eastbound left-turn movement in the PM peak hour would be expected to operate at LOS D (40.9 seconds of delay/vehicle) with a 95th percentile queue of 103 feet (about 5 vehicles), which is approximately 16 feet (less than 1 vehicle) greater than the 95th percentile queue in the 2009 Build Phase 1 scenario. The length of the queue is primarily a function of the westbound queues on W 77th Street that spill back from the W 77th Street/TH 100 NB intersection and limit the availability of gaps for the eastbound left- turn movement. Although the 95th percentile queue exceeds the turn lane length, there are a few items that should be considered: • The 95th percentile queue would be contained within the turn lane plus the taper, which total approximately 110-115 feet. • The eastbound through movement continues to operate at LOS A (2.6 seconds delay/vehicle) in the PM peak hour, so the left-turn queue does not appear to have any negative impact on the eastbound through movement. • The 95th percentile queue is a statistical calculation that reflects the maximum queue that would ever reasonably be expected to occur. In running the model for five one-hour simulations of the PM peak hour, the average back of queue was 59 feet (about 3 vehicles). Therefore, a queue of 103 feet would be expected to be a relatively rare occurrence during the PM peak hour. An eastbound protected left-turn phase at the W 77th Street/Towers Access intersection was recommended as part of the Phase 3 Build of the Pentagon Park Overall Development Plan. When through traffic on W 77th Street increases due to the office, retail, and housing redevelopment of the Pentagon Park project, a protected/permissive eastbound left-turn phase would provide better operations for the eastbound left-turn movement by providing a short amount of green time when the left-turn would be given the right-of-way, and therefore not have to find a gap in the heavy westbound through traffic. Considering the LOS and queuing analyzed for this scenario, it does not appear that the left-turn protected phasing is needed at this time. It would still be recommended to occur with the first phase of office redevelopment on the Towers site. Based on the trip generation and operations analysis, the proposed redevelopment will result in a net decrease in trips during the AM peak hour and a relatively small increase in trips in the PM peak hour. No changes to pedestrian access and safety or transit access and service are expected, and the W 77th Street/Towers Access intersection operates at LOS A/B during the AM and PM peak hours. Therefore, a full traffic impact analysis has not been completed as the intersection levels of service, safety, and other measures of performance are not expected to be negatively impacted by the proposed project. awswewey # FUTURE SIDEWAL (ALOFT HOTE LANE GEONETRY SIGNALIZED INTERSECTION UNSIGNALIZED INTERSECTION 1 \ lamley-Horn and Associates, Inc. - 100 ROME EfOSTMO 8 PROPOSED COMMONS WALSH ME ELOALICING aeao 77MY SMEEF 50 25 FEET SCALE IN WEST 77TH STREET , •n•• .amec BUS ROUTE O LEGEND - A WSB .41n• Infrastructure • Engineering • Planning • Construction 701 Xenia Avenue South & Associates, Inc. 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: August 5, 2009 Re: Walsh Title Site Revised Trip Generation Analysis Review City of Edina WSB Project No. 1686-02 As requested, we have reviewed the revised Trip Generation Analysis prepared by Kimley-Horn and Associates dated July 30, 2009 for the redevelopment / reuse of the Walsh Title building located at 4820 West 77th Street. The existing Walsh Title building includes 18,400 SF of office use and is located within the Edina Gateway Pentagon Park Redevelopment area. This building was assumed to remain in-place with no changes as part of the overall Pentagon Park redevelopment. The proposed redevelopment / reuse would include: • Addition of a 7,900 SF sit down restaurant. • The remaining 10,500 SF would remain as a single tenant office use. Based on our review of the revised Trip Generation Analysis, the following questions and comments are made. 1. The Proposed Trip Generation Table 2, indicates a 140 seat restaurant. There is no other mention of the number of seats anywhere else, except for a reference to a comparison in St. Paul. Is the 140 seats an estimate or is it the number being proposed? 2. The text indicates that the restaurant will only be serving lunch and dinner at this location. Well that be included as part of the approvals? If not I would recommend that the AM peak hour also be included as part of the Proposed Trip Generation in Table 2. This would result in additional trips in the AM peak hour. GAEnginetringlGeneral \ 70 -79 Streets14820 W 77th Street \ 20090805_WSB_C1uck_Rickart_Revised Walsh Title Reriew.doc Wayne Houle and Jack Sullivan City of Edina July 8, 2009 Page 2 of 2 3. Based on ITE Trip Generation Rates, there could be an additional net 52 trips in the intersection during the AM peak hour. This condition should be analyzed to determine if the existing eastbound left turn vehicle storage is adequate for this volume. 4. The analysis indicates that during the PM peak hour there could be vehicle backup into the left turn lane taper for the eastbound left turn movement into the site. The analysis also indicates that this should not be an issue until the next phase of the Pentagon office development is completed. What is the current schedule for the next phase of the development? Is it on schedule or has it been delayed? If it has been delayed, I would recommend that the left turn signal improvements be included with this development to insure no issues with traffic backing up in the eastbound left turn lane as the result of additional general traffic growth on 77th Street as assumed in the original study. 5. Electronic and hard copies of the Synchro / SimTraffic files should be provided to the City. Based on these comments and my review of the revised Trip Generation Analysis, additional information and analysis should be provided before any approval recommendation can be made. --A (1 Kimley-Horn and Associates, Inc. Suite 345N 2550 University Avenue West St. Paul, Minnesota 55114 Memorandum To: Wayne Houle, PE, Public Works Director/City Engineer, City of Edina Jack Sullivan, PE, Assistant City Engineer, City of Edina From: JoNette Kuhnau, PE, PTOE Date: August 13, 2009 RE: Traffic Analysis Comments Walsh Title Site, 4820 W 77th Street The purpose of this memorandum is to address City Consultant comments (the "Comments") dated August 5, 2009, from City review of the Walsh Title Traffic Memo dated July 31, 2009. The City Consultant comment is show in italics followed by the response in normal text: 1. The Proposed Trip Generation Table 2 indicates a 140 seat restaurant. There is no other mention of the number of seats anywhere else, except for a reference to a comparison in St Paul. Is the 140 seats an estimate or is it the number being proposed? The restaurant is proposed to have 140 seats. 2. The text indicated that the restaurant will only be serving lunch and dinner at this location. Will that be included as part of the approvals? If not I would recommend that the AM peak hour also be included as part of the Proposed Trip Generation in Table 2. This would result in additional trips in the AM peak hour. There is no plan to serve breakfast at the proposed restaurant. However, if it did serve breakfast, or if a future restaurant in that space were to serve breakfast, the trip generation table would be revised as shown below. The result would be a small net increase in trips during the AM peak, rather than a net decrease. Land Use Address ITE Land Use Size Units Occupancy Time of Day Trip Rate Trip Generation Total In Out Trips Trips Single Tenant Office 4820 W 77th Street 715 10,500 sf 100.0% Daily 11.57 122 61 61 AM Peak 1.80 19 17 2 PM Peak 1.73 18 3 15 Sit-Down Restaurant 4820W 77th Street 932 140 seats 100.0% Daily 4,83 676 338 338 AM Peak 0.47 66 34 32 PM Peak 0.41 57 34 23 Total Dal y 798 399 399 AM Peak 85 51 34 PM Peak 75 37 38 Net Trip Generation Daily 585 292 292 AM Peak 52 22 30 PM Peak 43 32 11 TEL 651 645 4197 FAX 651 645 5116 August 13, 2009 Page 2 of 2 3. Based on ITE Trip Generation Rates, there could be an additional net 52 trips in the intersection during the AM peak hour. This condition should be analyzed to determine if the existing eastbound left turn vehicle storage is adequate for the volume. Based on the trip generation table shown on the previous page for AM service, as well as the trip distribution for the study area, there would be expected to be an increase of 17 eastbound left-turn vehicles at the W 77th Street/Towers Access intersection in the AM peak, for a total of 93 eastbound left turns in the AM peak. This is lower than the expected PM peak volume of 117 eastbound left turns at the intersection. In addition, the projected opposing westbound through movement is only 334 vehicles in the AM peak, compared to 1186 westbound through vehicles in the PM peak. Since both the eastbound left-turn volume and the conflicting westbound through volume are greater in the PM peak hour, the PM peak was considered to be the worst case for the EB LT movement. The AM peak analysis was not rerun based on a restaurant open in the AM peak hour. 4. The analysis indicates that during the PM peak hour there could be vehicle backup into the left turn lane taper for the eastbound left turn movement into the site. The analysis also indicates that this should not be an issue until the next phase of the Pentagon office development is completed. What is the current schedule for the next phase of the development? Is it on schedule or has it been delayed? If it has been delayed, I would recommend that the left turn signal improvements be included with this development to insure no issues with traffic backing up in the eastbound left turn lane as the result of additional general traffic growth on 77" Street as assumed in the original study. The Overall Development Plan included the schedule of phased redevelopment, which included the first phase of office development on the Pentagon Towers site occurring in 2013. No change to the schedule of the office development has been proposed at this time. The eastbound left-turn queue can be accommodated by the turn lane and taper length and does not negatively impact the eastbound through movement, therefore signal improvements do not appear to be warranted based on the reuse of the Walsh Title site. 5. Electronic and hard copies of the Synchro/SimTraffic files should be provided to the City. The AM and PM peak hour Synchro models were provided to the City via email on August 11, 2009. Page 1 of 2 Item V. C. Edina Transportation Commission REGULAR TRANSPORTATION COMMISSION MEETING REPORT/RECOMMENDATION To: Transportation Commission From: Jack Sullivan, PE Assistant City En eer Date: August 20, 2009 Subject: 8050 W. 78th Street Transportation Review Agenda Item No.: V.0 ACTION: Recommendation/Motion Discussion Information Recommendation: Review the attached transportation study submitted by Westwood Professional Services dated July 23, 2009, staff's review memo dated July 31, 2009, MnDOT's review dated July 13, 2009 and Westwood Professional Services follow up memo dated August 12, 2009. If so desired by the Transportation Commission, adopt a motion recommending that the Transportation Study for 8050 W. 78th Street does not adversely affect the adjacent transportation system and that all necessary improvements to 78th Street shall be approved by the City; design and construction of the improvements shall be the responsibility of the Developer. Info/Background: Staff received the transportation analysis for adding 42,000 square feet of corporate office space with 3 levels of parking on a vacant lot in the southwest corner of Edina along West 78th Street. Staff and WSB reviewed the transportation analysis and offered comments in the review memo dated July 31, 2009. All comments from the July 31st memo have been addressed in the August 12th submittal. This site is located near a slip ramp to access north bound Highway 169 from west bound 78' Street. The close proximity of this ramp and the entrance to the office building has shown thru the modeling to create negative traffic operations at this location. MnDOT has also commented on the degraded operations at the ramp and drive access interface. Therefore both MnDOT and the City of Edina have recommended the intersection become a right in — right out only. The current site exhibit shows the concrete median extended from the slip ramp east pass the access to the office building. The design and construction of the entrance GAEngineerinelnfrastructure\Streets\Traffic\Transportation Commission \Agendas\2009 R&R\20090820_8050West 78th.doc Page 2 of 2 Item V. C. Edina Transportation Commission will be the responsibility of the developer. Additional signage such as "no u turns" and "one way" will be required to prevent undesired vehicle operations. This site is also located within the potential reconstruction area of the Highway 169 and 494 interchange. The City's review of the site did take in to account MnDOT's plan to remove the slip ramp and utilize the access points at Hwy 169 and Valley View Road and Hwy 494 and West Bush Lake Road. If the slip ramp is removed the Development team would like to open up their access from a right in — right out to a full access. The City has not reviewed the traffic operations of this request at this time. We feel it is more appropriate to address this at the time the slip ramp is removed. Traffic analysis and implementation would require city approval and all cost associated with opening up the access would be the responsibility of the developer. G: \Engineering\Infrastructure\Streets\Traffic \Transportation Commission\Agendas\2009 R&R\20090820_8050West 78th.doc TRAFFIC IMPACT ANALYSIS Heilmuth & Johnson Law Office Edina, Minnesota July 23, 2009 Prepared For: Swervo Development 510 1st Avenue North Minneapolis, MN 55403 Prepared By: 111111E1•, E. ri Westwood TRAFFIC IMPACT ANALYSIS Hellmuth & Johnson Law Office Edina, Minnesota July 23, 2009 Prepared for Swervo Development Prepared by Westwood Professional Services, Inc. Project No. 20091058 • ,V4M1,,,,,3044-, - TRAFFIC IMPACT ANALYSIS Hellmuth & Johnson Law Office Edina, Minnesota REPORT CERTIFICATION I hereby certify that this report was prepared by me or under my direct supervision and that I am a duly Licensed Professional Engineer under the laws of the State of Minnesota. July 23, 2009 Nicholas J. Erpelding, PB., PTOE Date License No. 44582 TABLE OF CONTENTS BACKGROUND 1 PURPOSE 4 EXISTING CONDITIONS 5 FUTURE CONDITIONS 6 Trip Generation 6 Trip Distribution 6 Proposed Driveway Sight Distance 6 OPERATIONAL ANALYSIS RESULTS 8 2009 Existing 8 2009 Build 9 Mitigation Strategy 10 Operational Analysis Conclusions 12 RECOMMENDATIONS 14 APPENDIX 15 BACKGROUND Swervo Development plans to construct a 42,000 01 office building in Edina, Minnesota. The project, currently named Hellmuth & Johnson Law Office, will be located near the I-494/TH 169 interchange, on West 78th Street adjacent to the slip ramp to 1-494. The site location is shown in Figure 1. The proposed building will be five stories; two stories of office space and three floors of structured parking. The preliminary site plan for the project is provided on the next page as Figure 2. Figure 1 Location Map Source: Google Maps Page 1 Hellmuth & Johnson Law Office Traffic Impact Analysis L P 26,440 FJ- BUILDING Access to the site is proposed via a single driveway on West 78th Street, approximately 160 feet east of the West 78th Street/I-494 slip ramp intersection. The driveway would be approximately the same distance from the westerly driveway of the Braemar Office Park complex neighboring to site to the east. This driveway location is constrained by extensive wetlands on site (see Figure 3). Further discussion on the operations of the access points is provided in the Traffic Operations section of this report. Figure 3 On-Site Wetlands Development and occupancy of the site is expected to occur within the next year. The proposed sole end user, Hellmuth & Johnson, is an established law firm with slightly fewer than 100 employees. Page 3 Hellmuth & Johnson Law Office Traffic Impact Analysis Figure 4 Recurring Afternoon Congestion i0Yrkn9.4,kL3 PURPOSE West 78th Street was observed on two separate occasions while preparing this report. Westbound queues were noted from the 494 slip ramp back several hundred feet during the PM peak period on both occasions. The queuing appeared worse on a rainy day, where rain-related congestion increased diversion from nearby primary arterial roadways. Figure 4, a screen shot from the traffic model used to analyze the operations of the roadway network, provides a representation of West 78th Street queuing on a typical (non-rainy) afternoon. West 78th Street is primarily a two-lane, two way roadway. At the 494 slip ramp, a westbound left turn lane is provided. Approximately 250 feet in advance of the slip ramp intersection, the roadway becomes wide enough for westbound through vehicles to pass the westbound left turn queue. The primary purpose of this TIA is to address the issue of the recurring congestion on West 78th Street, and the potential added impact of adding a site driveway within the congested segment. The recommended solution of restriping West 78th Street to a 3- lane roadway with two westbound and one eastbound lane is presented and discussed. Traffic Impact Analysis Page 4 Hellmuth & Johnson Law Office EXISTING CONDITIONS Traffic Volumes Manual turning movement traffic counts were performed on Tuesday, June 23, 2009 from 7:00 — 9:00 AM and 4:00 to 6:00 PM at the West 78th Street/I-494 slip ramp intersection. Based on the count data, the AM and PM peak hours of traffic were identified as 7:30 to 8:30 AM and 4:30 to 5:30 PM. The PM volumes, shown on Figure 5, are significantly higher than the AM volume, making the PM peak hour the critical peak hour for design as demonstrated in the Operational Analysis Results section. Year 2008 AADT on West 78th Street, as noted from the MnDOT website, is 8,000 vehicles per day. Detailed count information is provided in the appendix. Figure 5 Existing PM Peak Hour Traffic Volumes Roadway Geometry Roadway Geometry was verified by an inventory conducted on June 25th, 2009 by Westwood Staff. West 78th Street in the vicinity of the site is an undivided, two-lane, 36-foot wide, 40 mph roadway. Parking is prohibited. As mentioned earlier, at the 494 slip ramp intersection, the roadway widens to provide a westbound left turn lane, along with a median on both the east and west sides of the intersection. A yield sign is present to remind westbound left turning drivers that they must yield to oncoming traffic. Traffic Impact Analysis Page 5 Hellmuth & Johnson Law Office FUTURE CONDITIONS Trip Generation The trip generation rates utilized in this study are based on those documented in Trip Generation, 8th Edition, published by the Institute of Transportation Engineers (ITE). Table 1 summarizes the increase in weekday daily, AM peak hour and PM peak hour trips estimated for this study. The ITE "General Office" land use was assumed for the purposes of estimating trip generation potential for the redevelopment site. Two independent variables were considered in the calculations: square footage and number of employees. Both the average rate and fitted equation calculation methods were considered as well. The combination chosen, to provide a slightly conservative estimate, was the use of the fitted curve equation for the "number of employees" independent variable. 100 employees were assumed. Table 1 TrID Generation Estimates Land Use ITE Land Use Code Size AM Trips Enter / Exit PM Trips Enter / Exit Daily Trips Enter / Exit General Office 710 100 Employees 59 / 8 17 / 81 223 /223 Total 59 / 8 17 / 81 223 / 223 Trip Distribution The trip distribution pattern was estimated based on a roughly even distribution of traffic to the east and west, with slightly more traffic distributed to/from the west based on fact that the current office space for the Hellmuth & Johnson law firm is located approximately one mile to the west. 60% of traffic was assumed to travel to/from the west, with the other 40% to/from the east. Of the 60% assumed traveling to the west, two-thirds (40% overall) were assumed to use the 494 slip ramp, with the other one third (20% overall) continuing north on McCauley Trail toward the TH 169/Valley View Road interchange. Build volumes for the critical PM peak hour are illustrated in Figure 6. Proposed Driveway Sight Distance A qualitative check of the available sight distance at the proposed driveway location was made. Sight distance to the east along West 78th appears adequate. To the west, a large tree currently obstructs the view (see Figure 7). Current plans call for this tree to be removed as part of development of the site to provide adequate sight distance. Traffic Impact Analysis Page 6 Hellmuth &Johnson Law Office Figure 7 View from Proposed Site Driveway to West along West 78th Street ) Figure 6 Build PM Peak Hour Traffic Volumes Hellmuth & Johnson Law Office Page 7 Traffic Impact Analysis OPERATIONAL ANALYSIS RESULTS Using the roadway geometric and traffic volume data described above as input, traffic operational analysis was performed using a computer traffic model. The software used for the model was the industry-current Synctiro/SimTraffic 7 package, which uses data and methodology from the 2000 Highway Capacity Manual, published by the Transportation Research Board. Two fundamental outputs from the model can be used to characterize traffic operations reasonably well. The first is Level of Service (LOS), a letter grade ranging from "A" (best) to "F" (worst). Generally, Level of Service D represents the threshold for acceptable overall intersection operating conditions during a peak hour in the Twin Cities metro area. The second is queuing. A queue is a line of vehicles waiting to pass through an intersection. While an intersection may be reported as operating at an acceptable level of service, queues from the intersection extending to upstream intersections or driveways could create a potential safety issue. The 95th percentile queue, or the length of queue with a 5% chance of occurring during the peak hour, is considered a standard for design purposes. The SimTraffic component of the Synchro/SimTraffic software package was chosen to report both LOS and 95th Percentile queuing results. SimTraffic was chosen for its suitability in gauging the impact of vehicular queuing interactions between closely spaced intersections, and because of the more precise calibration of the model to match observed conditions that be accomplished. Results reported are the average of five simulations. Analyses were conducted for the AM and PM peak hour conditions for Existing and Build in 2009. Results of the operational analyses are summarized below, by scenario: 2009 Existing Analysis of 2009 Existing conditions was performed in order to properly calibrate the model to match observed "real-world" conditions. No unusual calibration was required to align AM peak hour conditions in the model with those observed in the field. The results for Existing AM peak hour conditions are summarized in Table 2. Detailed results are available in the Appendix. Traffic Impact Analysis Page 8 Hellmuth & Johnson Law Office Table 2 2009 Existing AM Movement Level of Service 95th Percentile Queue, in feet EB A 0 WBL A 43 WBT A 0 Intersection A - The model of PM conditions required some adjustment to help bring the model close to resembling observed conditions, due to sensitivity of the performance of the westbound left turn movement. The adjustment made to bring the model into alignment with observed conditions was to change the turning speed on the westbound left turn movement to 25 mph from the default value of 15 mph. The result of this change, as illustrated in Table 3, is a reduction in modeled westbound queuing from 1,350 feet to 450 feet, more closely resembling observed conditions. Table 3 2009 Existing PM Model Calibration Westbound Left Turning Speed Movement Level of Service 95th Percentile Queue, in feet 15 mph EB A 4 WBL F 100+ WBT F 1,344 Intersection E - 25 mph EB A 13 WBL E 100+ WBT B 456 Intersection A This result could also help further explain why queuing becomes more problematic on rainy days. Not only are traffic volumes likely higher, due to diversion from the principal arterial system, but westbound left turning drivers are driving slower, and therefore need longer gaps in eastbound traffic to be able to make their maneuver. 2009 Build Using the calibrated model (PM conditions only), analyses of 2009 Build conditions were completed next. Traffic Impact Analysis Page 9 He//moth & Johnson Law Office Table 5 2009 Build Intersection Movement Level of Service (AM / PM) 95th Percentile Queue, in feet AM/PM West 78th Street & 494 Slip Ramp EB A / A 0 / 312 WBL A / E 56 / 100+ WBT A / A 0/ 160+ Intersection A / C West 78th Street and Site Access EB L/T A / A 49 / 97 WB T/R A / F 3 / 1,675 SB L/R A / F 27 / 265 Intersection A / F - The AM peak hour operates at LOS throughout the model. No queuing issues are present. The PM peak hour model experiences an increase in westbound congestion compared with existing conditions. The primary reason for the increase is due to westbound drivers pausing to allow vehicles exiting the site to enter West 78th Street. Though this courtesy reduces delay for motorists exiting the site, it degrades the efficiency of the westbound left turn movement at the 494 slip ramp intersection. The efficiency is lost due primarily to the short distance (160 feet) between the driveway and the slip ramp intersection. In the model, it appears that sometimes while a driver is exiting the site, an acceptable gap in eastbound traffic is not fully utilized by drivers turning left onto the slip ramp. This is not as big of an issue for the driveways located further east on West 78th Street, because a longer queue is waiting to utilize available gaps. Mitigation Strategy To mitigate both the existing queuing observed on West 78th Street, along with the addition of the site driveway and associated traffic, several options were investigated. The first was gaining access through the Braemar Office Park parking lot and driveway. Swervo Development was unable to negotiate access through the adjacent private property (Braemar Office Park), however. Second was an all-way stop at West 78th/494 slip ramp. This solution was found to cause extreme delay and queuing for eastbound traffic, even with the addition of a second eastbound approach lane. The next strategy considered was signalization. Existing traffic volumes at West 78th and the 494 slip ramp were used to assess whether a traffic signal would be warranted, per the Minnesota Manual on Uniform Traffic Control Devices (MnMUTCD). As shown on Figure 7, Existing PM peak hour volumes meet the 100% peak hour warrant, assuming only the eastbound through and westbound left volumes are counted for the major and minor approach totals, respectively. Traffic Impact Analysis Page 10 Hellmuth & Johnson Law Office 2 OR MORE LANES & 2 OR MORE LANES I I I 2 OR MORE LANES & 1 LANE 1 LANE & 1 LANE 1111111111.111111111LitalratL 400 600 800 1000 1200 1400 1600 1800 MAJOR STREET -- TOTAL OF BOTH APPROACHES -- VEHICLES PER HOUR (VPH) *NOTE: 150 vph applies as the lower threshold volume for a minor-street approach with two or more lanes and 100 vph applies as the lower threshold volume for a minor-street approach with one lane. Figure .07-.3 Warrant 3 - Peak flour 600 500 400 300 200 100 *150 100 Figure 7 Peak Hour Signal Warrant Source: MnML1TCD Operationally, traffic modeling showed a traffic signal to provide adequate LOS with no queuing issues. Despite the fact that the intersection meets a signal warrant and that it could be operationally viable, a traffic signal is not recommended for this location. The reason is that congestion along this segment of West 78th Street is a temporary condition. When the 494/169 interchange is reconfigured to remove the two existing traffic signals on mainline TH 169, two things will happen. First, the existing 494 slip ramp will likely be removed; and second, the amount of traffic using West 78th Street as an alternate to 169 or 494 will likely decline. While the timing for the interchange project remains unknown, it is still expected to occur when funding is identified. Constructing a traffic signal as a temporary solution is not cost-efficient. Shifting the site driveway was also considered. As noted earlier, the driveway cannot be shifted west of the slip ramp intersection, due to the existence of wetlands. Shifting the driveway further east within the property boundaries is a possibility. The traffic modeling completed for this alternative did not show an appreciable difference from the proposed location, however. A disadvantage to shifting the driveway further east is that it decreases the distance to the Braemar Office Park west driveway, limiting driver response time to a maneuver occurring there, potentially impacting safety. The mitigation measure that is recommended, again both to address existing recurring queuing and help improve operations after the addition of the site driveway access, is restriping of West 78th Street from the slip ramp intersection to West Bush Lake Road to provide two westbound lanes and one eastbound lane. Page 11 Hellmuth & Johnson Law Office Traffic Impact Analysis After this restriping is accomplished, West 78th Street will have two continuous westbound lanes from West Bush Lake road to the slip lane intersection, eliminating blocking of westbound through vehicles. The inside lane would end as a left turn only lane at the slip ramp intersection. Drivers should be warned of this "trap lane" configuration through the installation of appropriate signage. Results of the operational analysis with the restriped West 78th Street show substantial reduction in delay for westbound through vehicles, as expected. 95th percentile queue length on the westbound approach are reduced, due to the queue being comprised solely of left turning vehicles. Lastly, traffic exiting the site improves to LOS C. Table 6 summarizes the results. Build PM results are repeated for comparison purposes. Table 6 With Recommended Miti ation Scenario Intersection Movement Level of Service 95th Percentile Queues Build PM West 78th Street & 494 Slip Ramp EB A 312 WBL E 100+ WBT A 160+ Intersection C West 78th Street and Site Access EB L/T A 97 WB T/R F 1,675 SB L/R F 265 Intersection F Build PM with Restriped West 78th Street West 78th Street & 494 Slip Ramp EB A 74 WBL E 100+ WBT A 61 Intersection B - West 78th Street and Site Access EB LIT A 59 To WBL F 943 WB T/R B 0 SB I,/R C 71 Intersection E - Operational Analysis Conclusions • Long westbound queues on West 78'h Street approaching the 494 slip ramp intersection were observed in the field on both rainy and dry days. Queues over 20 cars in length were noted in both cases, with queuing on the rainy day being substantially worse. • Analysis of existing conditions revealed the need for unique calibration of the SimTraffic model. Using the default value of 15 mph for turning speed on the westbound left turn movement to the 494 slip ramp resulted in longer than observed queuing on West 78" Street. A value of 15 mph is more representative of rainy or snowy conditions. Traffic Impact Analysis Page 12 Hellmuth & Johnson Law Office • Analysis of AM peak hour conditions revealed no operational issues, both for existing conditions and for Build conditions after the addition of the proposed site driveway and related traffic. • The calibrated model of Existing PM peak hour conditions mirrors the existence of poor LOS and long queues on the westbound approach. The queuing is made worse by the inability of westbound through vehicles to bypass the queue. • Results for Build PM peak hour conditions show degraded operations, as expected, with the addition of the site driveway and site-generated traffic. The location of the site driveway adversely impacts the efficiency of the westbound left turn movement onto the 494 slip ramp. The basic location of the driveway is fixed, however, due to constraints posed by wetlands and adjacent development. Fine tuning of the driveway location does not appreciably impact operational analysis results. • Multiple strategies were investigated to address the existing queuing problem and to help mitigate the impact of the addition of the site driveway and traffic. The best potential solution appears to be restriping of West 78th Street from West Bush Lake Road to the 494 slip ramp intersection to provide two westbound lanes and one eastbound lane, preventing blocking of westbound through vehicles by the westbound left turn movement queue. • Modeling results of the recommended mitigation strategy show substantial gains in efficiency, including reduced delay for westbound through vehicles and a reduction in westbound queue length. Traffic Impact Analysis Page 13 Hellmuth & Johnson Law Office RECOMMENDATIONS Based on the findings discussed above, the following recommendations are presented: • Locate the site access drive as proposed, approximately half way between the 494 slip ramp intersection and the existing Braemar Office Park west driveway. The driveway should be constructed to standard dimensions, provided one lane each for entering and exiting traffic. The existing large tree to the west should be removed to provide adequate sight distance. • Restripe West 78th Street from West Bush Lake Road to the 494 slip ramp intersection to provide two westbound lanes and one eastbound lane. The recommended lane widths for this 36-foot wide roadway are two 11-foot westbound lanes and one 14-foot eastbound lane. • Adjust the roadway signage on West 78th Street to reflect the new striping plan. In particular, remove the westbound "lane ends" sign, and add a "left lane must turn left" sign approximately 1000 feet in advance of the 494 slip ramp intersection. Traffic Impact Analysis Page 14 He fimuth & Johnson Law Office APPENDIX A. Traffic Count Data A-1 2009 Turning Movement Volume Count Detail B. Operational Analysis Results B-1 2009 Existing B-2 2011 Build Page 15 Hellmuth & Johnson Law Office Traffic Impact Analysis N. Frontage Rd. Westwood Professional Services Edina, MN / WB 494 Slip Ramp Turning Movment Count Weekday AM PM Counted By: RC Board #: D-497 L EB TR L Wednesday WB T R June 24, L 2009 NB TR L SB TR 15 min. Total 7:00 AM 29 0 24 15 68 7:15 AM 43 0 28 31 102 7:30 AM 35 0 37 35 107 7:45 AM 39 0 61 38 138 8:00 AM 44 1 30 39 114 8:15 AM 46 0 45 22 113 8:30 AM 29 1 36 22 88 8:45 AM 35 0 38 30 103 4:00 PM 205 2 115 22 344 4:15 PM 200 0 87 15 302 4:30 PM 260 0 104 36 400 4:45 PM 220 0 112 27 359 5:00 PM 226 3 128 36 393 5:15 PM 219 0 113 28 360 5:30 PM 178 1 88 25 292 5:45 PM 102 0 69 21 , 192 Total 1910 8 1115 442 3475 AM Peak Hour 164 1 173 134 7:30 AM to 8:30 AM PM Peak Hour 925 3 457 127 4:30 PM to 5:30 PM Entered By: NJE Page 1 of 1 Hellmuth Johnson .P:\20091058\docs\Traffic\Counts\2006-06-24 Count 20091058 Operational Analysis Results Hellmuth + Johnson Law Office 'Node 'Intersection Eastbound Westbound Northbound Southbound 'Overall I 1 W 78th St & WB 494 Slip Ramp (Unsignalized) Lanes 1' E- t Volume 164 173 134 SimTraffic Delay 0.6 4.8 1.1 2.2 SimTraffic LOS A A A A Storage 100 SimTraffic 95th Queue 43 2009 Existing PM 1 W 78th St & WB 494 Slip Ramp (Unsignalized) Lanes t 4- 1' Volume 925 457 127 SimTraffic Delay 4.2 44.7 10.1 16.4 SimTraffic LOS A E B c Storage 100 SimTraffic 95th Queue 13 263 456 2009 Existing PM 15 mph Left Turn Speed 1 W 78th St & WB 494 Slip Ramp (Unsignalized) Lanes 1' <— t Volume 925 457 127 SimTraffic Delay 4.1 122.2 76.8 44.0 SimTraffic LOS A F F E Storage 100 SimTraffic 95th Queue 4 272 1344 19 Existing PM with 2 Westbound Lanes 1 W 78th St & WB 494 Slip Ramp (Unsignalized) Lanes t E- t Volume 925 457 127 SimTraffic Delay 4.2 43.7 0.5 15.3 SimTraffic LOS A E A C Storage SimTraffic 95th Queue 15 395 98 2009 Existing PM with All-Way Stop & 2 Eastbound Lanes 1 W 78th St & WB 494 Slip Ramp (All-way stop) Lanes 1'1' <— '1' Volume 925 457 127 SimTraffic Delay 263.1 93.2 38.1 191.8 SimTraffic LOS F F E Storage 100 SimTraffic 95th Queue 2072 235 554 Westwood Professional Services Page 1 of 3 6/26/09 Operational Analysis Results Hellmuth +Johnson Law Office Node 'Intersection Eastbound Westbound Northbound Southbound lOverall 2009 Build AM 1 W 78th St & WB 494 Slip Ramp (Unsignalized) Lanes '1' 4- Is Volume 199 176 136 SimTraffic Delay 0.5 3.7 0.5 1.6 SimTraffic LOS A A A A Storage 100 SimTraffic 95th Queue 56 2 W 78th St & Site Access (Unsignalized) Lanes <1' l' E-> Volume 35 164 307 24 3 5 SimTraffic Delay 3.6 0.6 1.8 0.7 10.7 5.6 1.6 SimTraffic LOS A A A A B A A Storage SimTraffic 95th Queue 49 3 27 2009 Build PM 1 W 78th St & WB 494 Slip Ramp (Unsignalized) Lanes t 4- '1' Volume 935 489 143 SimTraffic Delay 5.4 35.2 9.3 14.7 SimTraffic LOS A E A B Storage 100 SimTraffic 95th Queue 312 108 207 2 W 78th St & Site Access (Unsignalized) Lanes <1' 1' E-> Volume 10 925 584 7 32 49 SimTraffic Delay 18.2 1.7 158.7 145.9 193.1 192.2 67.6 SimTraffic LOS C A F F F F Storage SimTraffic 95th Queue 97 1675 265 2009 Build PM with 2 Westbound Lanes 1 W 78th St & WB 494 Slip Ramp (Unsignalized) Lanes '1' 4- 'Is Volume 935 489 143 SimTraffic Delay 2.7 39.3 0.6 13.7 SimTraffic LOS A E A B Storage SimTraffic 95th Queue 74 170 61 2 W 78th St & Site Access (Unsignalized) Lanes <1" t T> <-> Volume 10 925 584 7 32 49 SimTraffic Delay 5.6 1.0 111.5 12.4 24.0 10.1 41.3 SimTraffic LOS A A F B c B E Storage SimTraffic 95th Queue 59 943 71 Westwood Professional Services Page 2 of 3 6/26/09 Hellmuth +Johnson Law Office Operational Analysis Results [Node lintersection Eastbound Westbound Northbound Southbound lOverall 1 W 78th St & WB 494 Slip Ramp (Unsignalized) Lanes '1' F T Volume 935 489 143 SimTraffic Delay 3.0 61.8 1.0 20.0 SimTraffic LOS A F A C Storage SimTraffic 95th Queue 98 233 145 2 W 78th St & Site Access (Unsignalized) Lanes <Is TT> 4-> 0 Volume 10 925 584 7 32 49 SimTraffic Delay 5.7 1.5 234.4 40.6 42.6 17.9 84.5 SimTraffic LOS A A F E E C F Storage SimTraffic 95th Queue 75 1514 100 2009 Build PM with 2 Westbound Lanes, Driveway shifted West to Align with Slip Ramp Intersection 1 W 78th St & Site Access (Unsignalized) Lanes 4- '1' 4- T> <1' -> Volume 10 925 456 127 7 32 33 16 SimTraffic Delay 2.5 2.4 76.6 2.0 0.9 4960.3 5475.4 3927.0 100.7 SimTraffic LOS A A F A A F F F Storage 100 SimTraffic 95th Queue 12 15 686 478 276 183 Page 3 of 3 6/26/09 Westwood Professional Services 64\ \\AN ES0/- Minnesota Department of Transportation 0 g Metropolitan District e Waters Edge opTRP'" 1500 West County Road B-2 Roseville, MN 55113-3174 July 13, 2009 Cary Teague, Planning Director City of Edina 4801 West 50th Street Edina, MN 55424 Subject: Hellmuth & Johnson Law Office, Mn/DOT Review #S09-024 NE Quadrant of 1-494 and TH 169 Edina/Hennepin County Control Section 2785 Dear Mr, Teague: The Minnesota Department of Transportation (Mn/DOT) has reviewed the above referenced site plan. Please address the following issues before any further development: Water Resources: A drainage permit will be required for this project. The drainage permit application form can be found at h ttp://www.d ot. state. mn .0 s/ut i itv/fo rms/i n d ex. html. The submitted stormwater management report and plan set contain the required drainage plan and computations. Once Mn/DOT is in receipt of the drainage permit application, there will be a formal review of this information. If there is updated drainage modeling or plan information, please submit it with the permit application. Also, please submit information showing who is responsible for maintenance of the 30" RCP which runs from 78th St to the outlet northeast of the office and parking area. Additional information may be required once a drainage permit is submitted and after a detailed review. For questions concerning these comments, please contact Derek Beauduy, Mn/DOT Water Resources Section, at (651) 234-7522. TH 169/1-494 Interchange Improvements: Previous to this submittal, a drawing was sent to Wesb,vood Professional Services showing the proposed TH 169/1-494 interchange reconstruction project with the West 78th Street improvements. Those improvements include widening of the street to three lanes, shifting the street approximately 30 feet north at this Iodation, and the elimination of the slip ramp from westbound West 78th Street to the westbound 1-494 ramp to northbound TH 169, It appears the proposed future right of way at this location would run through the south portion of the proposed building. (See Attached) To avoid this problem, a retaining wall along the north side of West 78th Street would become necessary. For questions concerning these comments, please contact Wayne Norris, Mn/DOT Area Engineer, at (651) 234-7724. An equal opportunity employer Traffic: Because of westbound queuing problems on the frontage road (that is quantified in the traffic study), Mn/DOT will not allow an eastbound left turn from the frontage road into the proposed development. For the same reason we will not allow a left turn out of the development onto the frontage road. The driveway access to the property must be restricted to right-in-right-out only. For questions concerning these comments, please contact Jolene Servatius, Mn/DOT Metro Traffic Section, at (651) 234-7841 Design: Sight distance is adequate looking east from the proposed access. Sight distance is limited looking west due to a horizontal curve and the existing trees. The plan recommends the removal of the existing trees that limit sight distance. This would leave a wide power pole that may also become a problem for sight distance. Sheet 6 of the Landscape Plan shows that trees are to be planted in the same area were the trees were removed. These new trees, in time, could also limit sight distance. The new trees should either not be planted or should be planted outside of the motorists sight line. The proposed access is located at the beginning of the left turn lane for north bound TH 169. For safety reasons, Mn/DOT Traffic Section has restricted the proposed access to a right-in and right- out. The traffic study has recommended re-striping this road into three lanes, a 14 and two 11' lanes. Mn/DOT would consider re-striping West 78th Street, from West Bush Lake Road to the left turn lane, using 3-12' lanes. Additionally, the left turn island will need to be extended far enough to the east to prevent left turn movements in and out of the proposed access. As a result of the re-striping the island to the west may need to be reconfigured. For questions concerning these comments, please contact Nancy Jacobson, Mn/DOT Design Section, at (651) 234-7647. Permits: As noted previous, a drainage permit will be required. Further, any use of or work within or affecting Mn/DOT right of way requires a permit. Permit forms are available from MnDOT's utility website at wi,vw.dot.state.mitus/tecsuplutility . Please include one 11 x 17 plan set and one full size plan set with each permit application. Please direct any questions regarding permit requirements to Buck Craig, MnDOT's Metro Permits Section, at (651) 234-7911. As a reminder, please address all initial future correspondence for development activity such as plats and site plans to: Development Review Coordinator Mn/DOT - Metro Division Waters Edge 1500 West County Road B-2 Roseville, Minnesota 55113 Mn/DOT document submittal guidelines require either: 1. One (1) electronic pdf. version of the plans (the electronic version of the plan needs to be developed for 11" x 17" printable format with sufficient detail so that all features are legible); 2. Seven (7) sets of full size plans. If submitting the plans electronically, please use the pdf. format. Mn/DOT can accept the plans via e-mail at metrodevreviewsstate.mn.us provided that each separate e-mail is less than 20 megabytes. Otherwise, the plans can be submitted on a compact disk. If you have any questions concerning this review, please feel free to contact me at (651) 234- 7797. Sincerely, WI am Goff Senior Planner Enclosure Copies sent via Groupwise: Tod Sherman Derek Beauduy Wayne Norris Jolene Servatius Nancy Jacobson Dale Matti Buck Craig Ann Braden, Metropolitan Council Copies to Mn/DOT Metro Division files: Mn/DOT Division File C.S. 2785 Mn/DOT LGL File — City of Edina Grading No flk 37.1r or. , _ n-nn•nn• •nn•nnn -• • 1.1 jrf • K Can. • .7544.7c:i14171.7g5r7rEK"FIKF:t7":=1^ ,mmn ass Iwo. Mama Nvoa _ e(- / • - .MAK LK.SIMM. ' - •4 2 -PARKINEVE.12.. • — - 2 •OFFICE VSTOiESVV, 'V.. 1 , RM. ri.K.1 SF. INK• KC71.4 Mtn. Kr., Hellmuth & / / - 1. art Tals Marr Mo. PhrlasOtt ..71n(Val mg, ne. s 0 mart rwelsambr / ?"'nnnnn._-•""1 NOT MR CVAISTIUCIION VVVVV 7z4±--,Lr 44- g / Office ItInneanta Grading tnacad Swervo Development 1,04.01M MK LER Krmm, arrnx Grading & grads= Cased Plan 044.02, • Westwood MEMORANDUM Date: August 12, 2009 PHONE 952-937-5150 FAX 952-937-5822 TOLL FREE 888-937-5150 www.westwoodps.com 7699 Anagram Drive Eden Prairie, MN 55344 Re: Hellmuth Johnson Law Office Traffic File 20091058 To: Jack Sullivan, City of Edina Cc: Sheldon Berg, DJR From: Nicholas Erpelding, P.E., PTOE Thank you for your comments dated July 31st in response to the draft Traffic Impact Analysis for the proposed Hellmuth Johnson Law Office. In response to your comments, and comments received from William Goff at MnDOT dated July 14th, we have modified the site plan to include right-in/right-out access only. This mitigation measure is proposed in lieu of restriping West 78th Street as suggested in the draft TIA. The access will be limited to right-in/right-out through extension of the existing median to the east, ending at approximately the property line as shown in the site plan submitted to the city dated August 6, 2009 (attached). It is proposed that the access remain right-in/right-out until the 494 slip ramp intersection is eliminated, returning to full access thereafter as conditions allow. Based on preliminary plans received from MnDOT, elimination of the 494 slip ramp is slated to occur concurrent with reconstruction of the 494/169 interchange. The timing for this project is not yet known. This memo provides responses to comments received (City and MnDOT). Supporting traffic operational analysis results are included. City of Edina Comment #1: "Trip Generation is currently based on 100 employees not the 42,000 SF office. This does not seem like many employees for that size building with a 3 story parking ramp. Trip generation should be based on 42,000 SF. General Office rates were used instead of Single Tenant Office rates." Response: The trip generation basis of 100 employees was provided by the end user, Hellmuth and Johnson, and provides the best forecast possible with the information available. Changing the basis to Land and Energy DEVELOPMENT CONSULTANTS August 12, 2009 Page 2 42,000 s.f/Single Tenant results in only a one-trip change to trip generation for the critical PM peak hour. Table 1 - Revised Trio Generation Estimates Land Use ITE Land Use Code Size AM Trips Enter / Exit PM Trips Enter / Exit Daily Trips Enter / Exit Single Tenant 715 42,000 s.f 82 / 10 15 / 84 354 / 354 Total 82 / 10 15 / 84 354 / 354 City of Edina Comment #2: "We are not in agreement with 'calibrating' the model. Two observations are not enough to justify the change." Response: The calibration in question involves only the westbound left turn movement from West 78th Street to the 494 slip ramp. All other turning speeds were set at default values. In our initial modeling efforts, the left turn speed for the 494 slip ramp left turn movement was found to have significant impact the function of the model, and was increased from 15 to 25 mph to best mirror field-observed conditions. The following table expands on table 3 from the draft report and illustrates the impact of changing one model input for existing PM peak hour conditions: Table 3 - Updated 2009 Existing PM Model Calibration Westbound Left Turning Speed Delay 95th Percentile Queue, in feet 15 mph 122.2 sec. 1,344 ft. 20 mph 45.6 sec. 483 ft. 25 mph 44.6 sec. 454 ft. It is important to note that the draft traffic study identified westbound queuing on West 78th Street as an issue that should be addressed, regardless of the assumption used for turning speed on the 494 slip ramp left turn movement. The choice of a 25 mph turn speed for this movement was made only to most accurately replicate the observed queuing in the traffic model. Though we maintain that calibration of the traffic model to match observed field conditions is the responsible and proper course of action when conducting any traffic study, we have rerun the relevant scenarios of our analysis with default turning speeds on all movements per your request. We feel that results achieved with this assumption, detailed below, should be considered 'very' conservative. August 12, 2009 Page 3 Traffic volumes for the critical PM peak hour for Build conditions, with right-in/right out site driveway access only are as follows: Figure 6 - Revised Build PM Peak Hour Traffic Volumes North Operational analysis results for the critical PM peak hour for Build conditions, with right- in/right-out only site driveway access, updated trip generation estimates and default turning speeds are as follows (complete detailed results attached): Table 5— Revised (PM Only) 2009 Build Intersection Movement Level of Service (PM) th il 95 Percentile Queue, in feet PM West 78" Street & 494 Slip Ramp EB A 9 WBL E 160+ WBT A 31 Intersection B - West 78" Street and Site Access EB L/T A 0 WB T/R F 2,026 SB L/R A 54 Intersection F - August 12, 2009 Page 4 From these results, the following conclusions can be drawn. First, queues on West 78th Street remain a significant issue, with or without development of the site. Second, the addition of site traffic causes some additional delay for westbound traffic (LOS remains at F), but without the left turn entrance movement, delay to eastbound traffic is eliminated. Accepting that access must be provided to the site, restriction of the site driveway to right- in/right-out only can be considered the safest and least disruptive configuration for existing traffic. City of Edina Comment #3: "There is no discussion or analysis of how the Braemar entrance will affect the proposed site, this will need to be included." Response: The draft report does examine the impact of the location of the site driveway in relation to the Braemar Office Park driveway. On page 11, the study notes: "Shifting the [site] driveway further east within the property boundaries is a possibility. The traffic modeling completed for this alternative did not show an appreciable difference from the proposed location, however. A disadvantage to shifting the driveway further east is that it decreases the distance to the Braemar Office Park driveway, limiting driver response time to a maneuver occurring there, potentially limiting safety." The site driveway is now proposed with right-in/right-out access only. This restriction limits the potential adverse safety impact of the short separation of the two driveways by reducing the number of conflict points. For example, the potential for a vehicle exiting the site turning left to conflict with a vehicle exiting Braemar Office Park turning right is now eliminated. MnDOT Comment #1: "[Proposed improvements to West 78th Street associated with the TH 169/1-494 project] include widening of the street to three lanes, shifting the street approximately 30 feet north at this location, and the elimination of the slip ramp from westbound West 78th Street to the westbound 1-494 ramp to north northbound TH 169. It appears the proposed future right of way at this location would run through the south portion of the proposed building. To avoid this problem, a retaining wall along the north side of West 78" Street would become necessary." August 12, 2009 Page 5 Response: Based on this comment, the building has been reconfigured to parallel the future right-of-way, thus providing a greater setback under future conditions. The site plan submitted to the City of Edina dated August 6, 2009 reflects this new building configuration. MnDOT Comment #2: "Because of westbound queuing problems on the frontage road (that is quantified in the traffic study), Mn/DOT will not allow an eastbound left turn from the frontage road into the proposed development. For the same reason we will not allow a left turn out of the development onto the frontage road. The driveway access to the property must be restricted to right-in/right-out only." Response: This comment is noted and has been addressed as suggested by restriction of the site access driveway to right-in/right-out only. MnDOT Comment #3: "Sight distance is adequate looking east from the proposed access. Sight distance is limited looking west due to a horizontal curve and the existing trees. The plan recommends the removal of the existing trees that limit sight distance. This would leave a wide power pole that may also become a problem for sight distance. Sheet 6 of the Landscape Plan shows that trees are to be planted in the same area where the trees were removed. These new trees, in time, could also limit sight distance. The new trees should either not be planted or should be planted outside of the motorists sight line." Response: Sight distance to the west is not relevant with right-in/right-out access. However, we do note the comment and will locate the trees to be planted to minimize or eliminate interference with future sight lines to the west that will be needed when full access is restored. It is further anticipated that the existing power pole will be relocated as part of frontage road reconstruction associated with the future 494/169 interchange project. MnDOT Comment #4: "The proposed access is located at the beginning of the left turn lane for north bound TH 169. For safety reasons, Mn/DOT Traffic Section has restricted the proposed access to a right-in and right-out. The traffic study has recommended re-striping this road into three lanes, a 14' and two 11' lanes. Mn/DOT would consider re-striping West 78" Street, from West Bush Lake Road to the left turn lane, using 3-12' lanes." August 12, 2009 Page 6 Response: The restriping of West 78th Street is no longer proposed. In lieu of this improvement, restriction of the site driveway to right-in/right-out only is proposed to mitigate the addition of site- generated traffic. MnDOT Comment #5: "The Left turn island will need to be extended far enough to the east to prevent left turn movements in and out of the proposed access. As a result of the re-striping the island to the west may need to be reconfigured." Response: The previously submitted site plan dated August 6, 2009 (attached) shows the proposed driveway and median configuration which addresses this comment. Attachments: 1. Proposed Site Plan 2. Synchro/SimTraffic Results — 2009 Build PM Revised 3. Synchro/SimTraffic Files NG AND CASING WHERE REQUIRED. POST IS NOT PROTECTED BY CURB TED STOP BAR IN WHITE PAINT (TWO INIMUM OF 4' FROM CROSSWALK. ALL NSITION BETWEEN LANES TO THE CURB. 4 BACK OF CURB UNLESS OTHERWISE 4'—WIDE SIDEWAI (PERMEABLE PM UNE I UNE D GUTTER URB AND GUTTER RIAAL WATER LEVEL ; WALL / EXISTING WETLAND W Westwood SITE ADDRESS: SITE AREA: EXISTING GREENSPACE. PROPOSED GREENSPACE: ZONING: SETBACK REQUIREMENTS: FRONT REAR SIDE PROPOSED USE: BUILDING SIZE: FAR: BUILDING COVERAGE 8050 78TH STREET WEST 105,587 SF (2.42 ACRES) 105,430 SF (99.95) 77,805 SF (73.75) PLANNED OFFICE DISTRICT (P00-1) BUILDING PARKING BLDG. HT. 20' 20 10' 20' OR BLDG. HT. 10' OFFICE ±42,000 SF (VERIFY WM ARCHITECT) / 0.40 24% WIPED BY SUNDE LAND SURVEYING PH? AND UllUllES AS SHOWN ON THIS VERIFY SITE CONDITIONS AND UllUTY IF ANY DISCREPANCIES ARE FOUND. THE IOR FACE OF BUILDING UNLESS )ING DIMENSIONS AND LOCATIONS OF CURB) UNLESS OTHERWISE NOTED. THERIMSE NOTED. 2VIDI14G AND MAINTAINING TRAFFIC SIGNS, DIRECTIONAL SIGNS, FLAMERS TIC WHERE NECESSARY. PLACEMENT OF AND ENGINEER PRIOR TO PLACEMENT. PROPRIATE MNDOT STANDARDS. 0 BE IN ACCORDANCE WIN THE R. MACENT PROPERTIES DURING TSAR? TO AVOID PROPERTY DAMAGE TO o 2009 Westwood Professional Services. Inc. Coll 48 Hours before digging: GOPHER STATE ONE CALL Twin City Area 651-454-0002 Mn. Toll Free 1-800-252-1166 Site Development Summary Westwood Profeedonal Sawkes. In 7699 Anagram Oriel Eden Prairie, MN 55144 PHONE 952-937-5150 FAX 992-9374822 TOLL ROE 1486937-5150 mwr.vrestwoodpuorn Checked: Drawer Retard creadex by/data Raidoo. 241X: HER TRAFFIC CONTROL DEVICES SHALL IL ON UNIFORM TRAFFIC CONTROL I krt., ea., Luc., Floa Ism pre,d by a cc aft.,, tomy atoln alyerrtalcy tn1 50 I a- • th/or haw, PROFEEIS/ONAX. MUM= on. Ike Yon of 6.= tolo lollnyeacca WHITE, TWO COATS OF PAINT. . • -- • - TRAFFIC ARROWS AS SHOWN IN WHITE CONTRACTOR SHALL PAINT THE I DESIGNATED ACCESSIBLE STALL IN BLUE • • PAINT). CONTRACTOR SHALL PAINT 3LE ADJACENT TO AN ACCESSIBLE SPACE Chdatophe J. Coeds Owe 88/06/09 43360 Prepared (on Swervo Development 510 lit Avenue North, Suite 200 Minneapolis, Minnesota 55403 •E PAVEMENT E SIDEWALK JTY BITUMINOUS PAVEMENT DUTY BITUMINOUS PAVEMENT (PERMEABLE PAVERS) OF PARKING STALLS AMER TING SIGN OLE / POST Hellmuth & Johnson Law Office Edina, Minnesota Site Plan 20' 40' 60' n1OT FOR CONSTRUCTION Date: 06/29/09 Sheet 3 OF 8 2009, 058SPPOI.deg Operational Analysis Results Hellmuth + Johnson Law Office Node 'Intersection 1 Eastbound 1 Westbound 1 Northbound I Southbound (Overall 2009 Build PM with New Trip Gen, Right-In/Right-Out Site Driveway and 15 mph Left Turn Speed 1 W 78th St & WB 494 Slip Ramp (Unsignalized) Lanes t _ E- 11` Volume 934 516 152 _ SimTraffic Delay 2.1_ 38.8 0.3 12.3 SimTraffic LOS A E A B Storage SimTraffic 95th Queue 9 161 31 2 W 78th St & Site Access (Unsignalized) Lanes T Volume 934 584 15 84 SimTraffic Delay 0.5 386.7 295.4 5.0 124.2 SimTraffic LOS A F F , A F Storage SimTraffic 95th Queue 2026 54 Westwood Professional Services Page 1 of 1 8/12/09 Regards, July 31, 2009 Ned Abdul 5101 1st Avenue North Suite 200 Minneapolis, MN 55403 RE: Transportation Analysis for 8050 West 78th Street City of Edina Mr. Abdul, A cursory review of the traffic study report for 8050 78th Street has been completed. The following are some areas that will require additional information before a full review of the traffic study can be completed. I will forward to you a memo in the next few days covering the information below. • Trip generation is currently based on 100 employees not the 42,000 SF office. This does not seam like many employees for that size building with a 3 story parking ramp. Trip generation should be based on 42,000 SF. General Office rates were used instead of Single Tenant Office rates. • We are not in agreement with the "calibrating" the model. Two observations are not enough to justify the change. • There is no discussion or analysis of how the Braemar entrance will affect the proposed site, this will need to be included. • We need to see the Synchro / Simtraffic modeling files. Please contact me with any questions. As previously stated we'll need the report with these improvements by August 6th for a complete review and inclusion in the August 20th ETC meeting. ck D. Sullivan Assistant City Engineer cc: Cary Teague, City Planner GAEngineering\General\70 - 79 Streets\8050 West 78th Street\20090731_8050_W78threview memo.doc City Hall 4801 WEST 50TH STREET EDINA, MINNESOTA, 55424-1394 www.cityofedina.com 952-927-8861 FAX 952-826-0390 TTY 952-826-0379 :**4--te AA. V I I _Page 1 of 4 Jack Sullivan From: kirkjohnsonster@gmail.com on behalf of Kirk Johnson [Kirk.Johnson@LoganLogic.com] Sent: Tuesday, July 14, 2009 8:29 PM To: ann swenson; Jim Hovland; Joni Bennett; Mary Brindle; Scot Housh; Gordon Hughes; Wayne Houle; Jack Sullivan; John Keprios; Surya lyer; Alex Dirr; Alice Hulbert; Bob Fried; Carl Follstad; Carl Gulbronson; Donald Eyberg; Dwaine Lindberg; Jennifer Janovy; Joseph Hulbert; Kirk Johnson; Kraig Jakobsen; Larry Olson; Richard Griffith; Rob Erickson; Sally Dunn; Sarah Jakobsen; Todd Brewer Subject: Bike Edina Task Force Meeting Minutes (July 9, 2009) Dear City Council, Mayor Jim Hovland, Gordon Hughes (City Manager), Wayne Houle (City Engineer & Director of Public Works), Jack Sullivan (Assistant City Engineer), John Keprios (Park and Recreation Director), Edina Energy & Environment Commission, and Bike Edina Task Force: Our July meeting minutes are pasted below. They are also online (source file link). Other distribution: • Jack Sullivan, please provide for the Edina Transportation Commision packet. • Surya Iyer, please post for the Edina Energy & Environment Commission. Thank you for your interest and support. Please review and contact me with any questions. Bike Edina Task Force: News & Meeting Outcomes July 9, 2009 The Bike Edina Task Force (BETF) Meets monthly on the 2nd Thursday of each month at 8 p.m. in the Mayor's Conference Room at Edina City Hall. For questions contact Kirk Johnson, Chair. Guests are welcome to observe, space permitting. • Online source: Source link here (http://tcstreetsforpeople.org/node/870) • Present: Alex Dirr, Carl Follstad, Donald Eyberg, Dwaine Lindberg, Kirk Johnson, Richard Griffith, Rob Erickson, Sally Dunn, Sarah Jakobsen • Guests: None • Absent: Alice Hulbert, Bob Fried, Carl Gulbronson, Jennifer Janovy, Joseph Hulbert, Kraig Jakobsen, Larry Olson, Todd Brewer • Recorded by: Kirk Johnson • Distribution: BETF, guests, City Manager, City Engineer, and Mayor & City Council. Also, Jack Sullivan to forward to the Edina Transportation Commission, and Surya Iyer to post for the Edina Energy and Environment Commission. 1) Safe Routes to Schools -- charter development for BETF a) What are Safe Routes to Schools (SRTS)? " Safe Routes to School programs enable community leaders, schools and parents across the United States to improve safety and encourage more children to safely walk and bicycle to school. In the process, programs are working to reduce traffic congestion and improve health and the environment, making communities more livable for 8/14/2009 rage 2 0 everyone" -- National Center for Safe Routes to Schools website. b) Charter for work group: The SRTS BETF work group, led by Rob Erickson, is getting organized. Rob led us through the draft charter. The group offered positive feedback and a few suggestion for updates. c) Template: Rob will maintain the work group template for the BETF so that when new efforts begin, the effort leader can use the current version of the template. d) National funding: There is a funding bill that aims to continue the SRTS program, mentioned by Alex Dirr. More news is available on the SRTS website, also at the Safe Routes Partnership site. e) Next steps: Rob will work with Alex Dirr and Larry Olson on next steps. Kirk Johnson sent Rob some contacts at one of the schools to use after getting school administration approval to start work. 2) Bicycle Parking at Parks a) Bicycle parking is an important element for supporting and promoting bicycling, and this effort focuses specifically on the parking facilities at Edina's parks. b) A work effort to prepare an inventory of bike parking at area parks is underway. This is led by Larry Olson and Alex Dirr, city contact and sponsor is John Keprios (Park and Recreation Director). The current progress on this features photos and attributes collected for the parks, and these align to the park inventory from the City of Edina Comprehensive Bicycle Transportation Plan on page 25. c) Reference: Here is the July document with text and images, listed by park. d) Sarah Jakobsen offered to put the attribute data in a table for quick reference, and Larry or Alex will add that to the document for Mr. Keprios. e) Kirk Johnson recommended that a lead from this group touch base with John Keprios to ensure that the progress is moving toward his expected results -- this would be done ideally by end of the week of July 13th. f) The group suggested making recommendations that are more specific after the inventory phase is completed, which is currently wrapping up. 3) Edina Transportation Committee News a) Jennifer Janovy is a member of both the ETC and BETF for the purpose of sharing information and promoting partnership. b) Jennifer met recently with Jack Sullivan, Assistant City Engineer regarding complete street. Jack is going to put together some ideas. c) The July ETC meeting is canceled. d) The BETF group discussed the need to stay informed about City projects that affect bicycling so that we can be knowledgeable and offer inputs in a timely way. We will continue monitoring street projects that are posted on the Construction Projects on the City site. In addition to this the group asked that Kirk Johnson discuss further at the next BETF liaison meeting. 4) Upcoming Community Rides a) The Bike Edina Task Force plans and helps to lead community rides for education, fun, and encouragement. Below are a few of the upcoming events. b) The next Edina Fun Rides is July 28th at 6:30 p.m. These monthly bike rides on the last Tuesday of 8/14/2009 each month originate from the Edina Bike & Sport shop at 4504 Valley View Road. They are ideal for beginners and children accompanied by an adult guardian, plus anyone that enjoys a slow-paced ride. Contact is Kirk Johnson and sponsored by the Hiawatha Bicycle Club. c) The next Ride with the Mayor and Council ride is being planned by Alice Hulbert. 5) Bicycle Friendly Community Designation a) Pursuing this designation aligns with the Bike Plan regarding the education and promotion aspects. Additionally, earning the designation provides Edina with additional support services for bicycle matters at no additional cost. The program is sponsored by the League of American Bicyclists (LAB). b) The application is a multiple round submission and approval process. This designation is important to communities because "Bicyclists are an indicator of a healthy, vibrant community. Bicycle- friendly towns, like those with good schools and enjoyable downtowns, are communities that offer improved quality of life for families, which can lead to higher property values, business growth and increased tourism. Many communities today struggle with traffic congestion, environmental degradation, declining public health and skyrocketing transportation costs. Bicycling is part of the solution to these problems" (from the FAQ on the LAB site). Read the April Press Release for more information. c) Minnesota so far has just one Bicycle Friendly Community (Minneapolis). To compare, Wisconsin has 3 Bicycle Friendly Communities; Oregon has 7. Edina is becoming positioned well for earning this designation. d) Kirk Johnson, with the help of Sally Dunn, has sent the Edina application draft for review to Gordon Hughes, City Manager and James Hovland, Mayor. 6) TIGER Grant Opportunity: Alex Dirr brought this potential opportunity to the group's attention and will follow-up with Kirk Johnson in the near future. The TIGER Grant is sponsored by the Federal Government through the U.S. Department of Transportation. It may be too late to pursue this, and any action would need to be led by City staff. If this may be feasible, Kirk Johnson will discuss with Gordon Hughes. 7) Infrastructure News a) Phase 1 project status: As reported last month, Wayne Houle reported that he will be working with a consultant from MNDoT. No further news is available at this time. This is the new project recently funded substantially by a grant from Transit for Livable Communities that will achieve improvements traveling to Minneapolis via 54th Street plus key connections to Southdale area and Richfield via Wooddale, Valley View and other key routes. b) Promenade: Dwaine Lindberg noted that there is now striping for bicycles on the Promenade and gave an update on the York Avenue bridge. 8) Regional Trail Updates a) CP Rail: Todd Brewer is the BETF lead on the committee for the CP Rail line north/south corridor. No news available. b) Nine Mile Creek: Alice Hulbert is the BETF lead for the Nine Mile Creek Regional Trail. For the recent maps, FAQs, and other information, visit the Three Rivers Park District project site. 8/14/2009 -T %Jr. -r 9) Bike Safety and Media Efforts a) Carl Follstad would like ideas to add to his list for safety education articles. i) Sarah Jakobsen will send some ideas. Kirk Johnson authored "Are You a Good Stopper? People Are Watching" in Have Fun Biking magazine which can be revised for further publication. b) Edina Magazine will be publishing in its September and October editions the new monthly ride series noted above (Kirk Johnson worked with Alexandra Sifferlin from Tiger Oak Publications for this opportunity). 10) Website: The group is interested to have better web-based collaboration for our many efforts. This will help work groups operate like projects, and especially necessary given our frequent need for virtual teamwork. Kirk Johnson is looking into options for achieving this. Send ideas to Kirk if you have any. 11) BETF Revised Charter: Carl Follstad will begin to revise this based on the example Kirk Johnson gathered from Surya Iyer. We can review results and comments at the next meeting. Kirk Logan Johnson Bike Edina Task Force, Chair Kirkjohnson@LoganLogic.com (612) 916-9966 (Cell) 8/14/2009 • • 0 01/4. 0 \ * , / 0' ; , , \ Edina \ „ Skate ii O Park ,-1 \ IS SI \ York Ave Fire Station 2 0 YMCA URS RATH STREET TOWERS 100 SOUTH FIFTH STREET. SUITE 1500 MINNEAPOLIS. MINNESOTA 55402 812.370.0700 TEL 512.270.1220 FAX WWW.URSCORP.0014 ATP. NO. DATE DESCRIPTION PROMENADE IMPROVEMENTS—PHASE 2 SHEET ND. 9-2 PROMENADE 1RAILS AT YORK AVENUE TRAIL OPTION 2 PRELIMINARY leageflefe 111101•11=11111111111111111 0011.0FICID eargreElea 11111111111M1111•11110111 MONISM ill11111111111111111111111111111111 41_O" 4 '-0" ORNAMENTAL METAL RAILING (SPECIAL) "mow BAN Bj. :10.116101 :10101011 =mom. =mi.= mimmi ,TETFIJA -T4-ept vut.6 41_O" IF:00:10111 DIENCi 11111111111•11MIIIIMMEI 4 DES: DR: WFS APPRO' TITLE: CHK: CHK: SHEET NO. OF SI REG. NO. 2E086 Thresher Square 700 South Thirr, --set Minneapolis, Mi 5 SIGNATURE PRINTED NAME: MAUD MAU:NG DATE: AESTHETIC DETIALS • • -1n1111n1111111111111 • UI Eppr" NNW" c_ PROMENADE TRAIL GENERAL ELEVATION SOUTHBOUND BRIDGE - WEST VW, Va 2001 ACCOMPLISHMENTS EDINA ENGINEERING & -TLTIRILIC WORKS The Engineering Department and Public Works has once again finished another very successful year of projects. Everyone throughout the City organization should be proud of the improvements that we have made to the quality of life for the citizens of Edina. This includes not only people who design and inspect these projects but also the people who provide internal support, from our administrative, financial, assessing, enforcement (police dispatch to traffic control), and all the staff in Public Works. General Public Works Projects: In the Repair Shop, labor output increased by approximately 20%. Majority of the overall labor was spent on scheduled maintenance-type repairs, 77%, with 22% on non- scheduled maintenance-type repairs; and less than 11)/0 on emergency-type repairs. The Electrical Department installed new reduced wattage bulbs throughout City Hall which will result in energy savings of $1000 annually, plus a rebate of $2500. The department has taken over more street lights from Xcel for faster repair response and has installed approximately 12 new light poles, a new video detection traffic signal system and signal replacement using LED bulbs. The Public Works Department used the following materials to perform a variety of maintenance through-out the city: O 7500 tons of asphalt -blacktop mix O 38,000 gallons of road oil, including sealcoating and patching oil O 6000 lbs. of crack joint sealer O 480 cubic yards of concrete O $32,000 on timber and stone materials and repairs • $15,000 of sweeping broom stock • 4500 tons of winter de-icing materials O $38,000 on parking ramp materials and repairs o 1200 tons of sealcoat chips O $26,000 on equipment rental to crush our own concrete and blacktop materials o $24,000 on replacement street signs and posts • 50th and France area: numerous repairs to pavers, granite planters, signs, trees, light poles, bike racks, stairwell roof, structure painting; installed new baler; correction to ADA pedestrian ramp; and milled and overlayed the center parking ramp's parking lot. 1 • Sealcoated Interlachen Blvd from Vernon to Hopkins border to accommodate new bike lanes; installed signs and street pavement markings. • 1100 gallons of traffic marking paint. Engineering projects are as follows: (contract amount in parenthesis): Country Club District Engineer's Estimate: $19,639,000 The water main and sanitary sewer in this area were built in the 1920's and in recent years, the frequency of breakages and blockages had increased. This led to increased repair costs such as removing tree roots annually, compared to every three years in other neighborhoods. Additionally, the cost to individual homeowners to clean-up and restore their basements after a sewerage backup can be enormous. Storm sewer, streets, sidewalks and street lights, though in fair condition in most places, were also slated to be repaired, in addition to adding residential area safety improvements recommended in the NE Edina Traffic Study. Residents were encouraged to replace their sanitary sewer and water main pipes, with emphasis on their sanitary sewer pipe because they are responsible for the entire pipe from the house to the middle of the street. Replacing them during the current reconstruction prevent cuts in the new roadway in the near future. Due to the size of the neighborhood, the project was scheduled over a two-year period (2008-2009). Phase II of the project will begin spring 2009. Project communication with residents included weekly City Extra email, doorknob hangers as needed, bi-weekly residents' meeting at Utley Park, and a bulletin board in the park for project updates. Country Club District (cont'd) Before: After: 2 34 t Braemar Golf Course Pond Dredging Engineer's Estimate: $60,000 This pond was dredged to remove built-up sediment due to storm sewer discharges and general erosion. The work was done during the winter season to minimize impacts to areas adjacent to the site. Browndale Bridge Engineer's Estimate: $380,000 The Browndale Bridge, located in historic Country Club, was rehabilitated to repair erosion of the concrete façade, scour hole and dam repairs. The repairs included capping the bridge with structural concrete; new columns and rails with the original designed lattice railing, and bituminous pavement. 4- After -0. Mornindside Water Main Relining Engineer's Estimate: $1,238,974.00 In the northerly area of the Morningside Neighborhood, some residents are supplied with water from the City of Minneapolis. For approximately six months these residents experienced red water. Red water is not uncommon in Edina with well water and the problem is usually resolved after flushing the water main; however, extensive flushing did not remove the redness from the water. It was later determined that the problem was not with the supply system, but within the distribution system. After careful study and deliberation, it was determined that the best solution was to reline the water mains. The pipes were first cleaned to remove years of built-up corrosion and then relined with a plastic liner. This method provided us with clean pipes, additional structural support to the pipes and minimal surface disturbance during construction. 3 Corroded pipe before cleaning: ' 1111he • ' Morningside Water Main Relining (cont'd) ft41 Water clarity and pressure after cleaning: Richmond Hills Neighborhood, 2nd Addition Engineer's Estimate: $871,521.45 The Richmond Hills Neighborhood reconstruction project was initiated by the Engineering Department to update the aging infrastructure that dated back to the 1950's. The work done included: • New aggregate base material and bituminous pavement. • Constructed new concrete curb and gutter throughout the entire neighborhood. • Upgraded the storm sewer system. • Upgraded fire hydrants. • Sanitary sewers spot repairs and replacements. • Upgraded a segment of water main along Pinewood Trail from 1 1/2" to 6" main. • Installed sump pump drains where needed. Before: After: 4 zc4( Highlands Neighborhood Engineer's Estimate: $1,912,384 The Highlands Neighborhood reconstruction project was initiated by the Engineering Department to update the aging infrastructure that dated back to the 1950's. Based on the Pavement Condition Index rating, the neighborhood streets were rated 21 on a scale from 0-100 with 100 representing a brand new road surface. The work done included: • New aggregate base material and bituminous pavement. • New concrete curb and gutter in areas where utility upgrades were done and along Ayrshire Boulevard between Lochloy Drive and Doncaster Way. • New concrete sidewalk along the southwest side of Ayrshire Boulevard from Vernon Avenue to Doncaster Way. • Spot repairs of existing curb and gutter and driveway aprons. • Upgrades and improvements to the storm sewer system including additional catch basins and stormwater treatment structures. • Upgrades to fire hydrants. • Sanitary sewers spot repair and replacement. • Upgrades to approximately 1500 feet of water main along Lochloy Drive from Croyden Lane to Ayrshire Boulevard. • Installing sump pump drains where needed. • New decorative lighting throughout the neighborhood Before: After: Sidewalk to Highlands School 5 Highlands Neighborhood (cont'd) ‘'/ Doncaster Sidewalk (First day of school) Vernon Avenue Sidewalk Engineer's Estimate: $17,634 This sidewalk was funded 100% by Municipal State Aid Funds. It is located along the northerly side of Vernon Avenue between Tracy Avenue and Doncaster Blvd and was built as part of the Doncaster Sidewalk Project. 4/6/2009 1110 6 r" .01111F • 41111iiimius 74t 2008 Mill and Overlay Engineer's Estimate: $311,638 This project included milling and repaving the existing bituminous pavement on both Parklawn Avenue and VVest 76th Street from France Avenue to York Avenue. These two streets were originally constructed in the late 80's and early 90's. Before: After: Woodland Circle, Woodland Lane and Wood End Drive Engineer's Estimate: $853,250 The Woodland Circle, Woodland Lane and Wood End Drive reconstruction project was initiated by the Engineering Department to update the aging infrastructure that dated back to the 1950's. The work done included: O Removal of the bituminous roadway section throughout the neighborhood and replacement with 8" of aggregate base material and 4" of bituminous pavement. O New water main along Woodland Circle, Woodland Lane, and along the cul-de-sac on Wood End Drive. O Connect water main to Wood End Circle's water main to provide a "looped" system. O Construct bulkhead style concrete curb and gutter throughout the neighborhood. O New driveway aprons to tie in to the new curb and gutter. O Construction of the storm sewer system including additional catch basins and a storm water treatment structure. O Install coach style decorative lighting O Upgrading fire hydrants. 7 6/4 Woodland Circle, Woodland Lane and Wood End Drive (cont'd) • Installing sump pump drains where needed. Halifax Avenue Sidewalk Engineer's Estimate: $137,500 The sidewalk on Halifax Avenue from 51st Street West to 54" Street West and on 52nd Street West from Halifax to Gorgas Avenues, were petitioned for by residents in 2004 and 2007. In 2007 the Average Daily Traffic count exceeded 750 vehicles, therefore meeting warrants for the sidewalks. The new sidewalks will allow residents to safely walk to the 50th & France business district. 8 I •Noislika,?r, Before: Halifax Avenue Sidewalk (cont'd) West Frontage Road Sidewalk Engineer's Estimate: $240,000 The sidewalk on the West Frontage Road from Benton Avenue north up to Eden Avenue, was initiated by the Engineering Department to create a pedestrian connection along the west side of Highway 100. Daily traffic varies from 1,928 to 2,882 cars per day with vehicle speeds in excess of 35 mph. The project was funded by State Aid dollars and therefore, no assessment to the residents. 94 After: 9 New Well House No. 20 6321 Gleason Road Engineer's Estimate: $800,000 (including new well) This new well house is for housing the well that was built in 2007. The well house was constructed over the new well so that it would blend seamlessly into the neighborhood. New Well House No. 3 and Well Rehab 5233 Halifax Avenue Engineer's Estimate: $500,000 (including well rehab) This new well house is for housing the well at 5233 Halifax Avenue. The well house was constructed over the existing well so that it would blend seamlessly into the neighborhood. After: 10 :VII Sanitary Sewer Lift Stations Modification Lift Station 21 — 5970 Walnut Drive Lift Station 22 — 7701 France Avenue Engineer's Estimate: $450,000 The lift stations were modified to increase capacity. Work in progress: Work completed: Awards The roundabouts on West 70th Street, between France and York Avenues, which were completed in 2008, were recognized by three professional organizations as outstanding project: I. The City Engineers Association of Minnesota named the roundabout project 2008 Project of the Year based on such things as public benefit, design innovations and construction quality; II. It was named one of 10 Grand Award winners by the American Council of Engineering Companies of America; and Ill. The Minnesota Society of Professional Engineers gave the project its Seven Wonders of Engineering Award for distinguished engineering achievement. 11 a-4e, viti.,e ,./5 REPORT/RECOMMENDATION Mayor & City Council Boyd Tate Traffic Safety Coordinator August 18, 2009 Traffic Safety Staff Review for August 5, 2009. Agenda Item Consent Information Only Mgr. Recommends Action To: From: Date: Subject: III. B. x To HRA x To Council x Motion Resolution Ordinance Discussion Recommendation: Review and approve Traffic Safety Staff Review of Wednesday, August 5, 2009. Info/Background: It is not anticipated that residents will be in attendance at the Council meeting regarding any of the attached issues. TRAFFIC SAFETY STAFF REVIEW Wednesday, August 5, 2009 The staff review of traffic safety matters occurred on August 5, 2009. Staff present included the City Engineer, Assistant City Engineer, City Planner, Traffic Safety Coordinator, Sign Coordinator and Deputy Chief of Police. From that review, the recommendations below are provided. On each of the items, persons involved have been contacted and the staff recommendation has been discussed with them. They were also informed that if they disagree with the recommendation or have additional facts to present, they can be included on the August 18, 2009, Council Agenda. SECTION A: Request on which staff recommends approval: 1. Request for stop signs on Summit Avenue at Vernon Avenue and at the exit of the liquor store parking lot as it exits onto Gus Young Lane. This request comes from the engineering staff who feels the signs are needed to better define the right of way. Staff recommends the approval of a stop sign at Summit Avenue and Vernon Avenue, for south bound Summit Avenue traffic, and a stop sign at the exit of the liquor store parking lot as it exits onto Gus Young Lane. 2. Request for "No Parking, Standing, Stacking" (or something similar) signs for the south side of Inglewood Avenue from Grimes Avenue east to the driveway of the Calvin Christian School. This request comes from a resident on Inglewood Avenue who is concerned with traffic safety in the afternoon when parents are picking up their children at the end of the school day. Requestor states that parents are waiting in their vehicle on Inglewood Avenue and frequently are backed up to the intersection of Grimes Avenue while waiting to enter the school turn around area. Requestor states this happens every afternoon and lasts for approximately 25 minutes. Requestor states that in doing this, the vehicles narrow the street, making it difficult for other motorists. Traffic Safety Staff Review Page 1 of 4 August 5, 2009 G:\Engineering\Infrastructure\Streets\Traftic\Traffie Advisory Committee\Staff Review Summaries109 TSAC & Min \Traffic Safety Review 08-05-09 v Staff has observed this area on several occasions at the end of the school day. Vehicles do stack up on Inglewood Avenue but do move at a fairly rapid pace. School officials are always present to ensure that the process goes as smoothly as possible. Vehicles have been observed waiting to enter the school lot backed up to the Grimes Avenue intersection. Inglewood is currently signed "No Parking" from the west driveway of the school lot to the east and north on the school side of the street. Staff feels that the entire school side of the street should be signed "No Parking." Staff recommends the approval of "No Parking" signs for Inglewood Avenue, east from Grimes Avenue to the west driveway of the Calvin Christian School. SECTION B: Requests on which staff recommends denial of request. Request for additional signage and lane markings for east bound West 50th Street at Halifax Avenue. This request comes from a resident who travels West 50th Street and Halifax Avenue on a daily basis and frequently sees motorists making dangerous maneuvers because they find themselves in the wrong traffic lane. Requestor states that many times people will want to continue east bound but find themselves in the left turn only lane. West 50th Street at Halifax Avenue is an "A" Minor Arterial-Augmenter roadway. It has an average daily traffic count of 16,325 vehicles with an 85th-percentile speed of 31.7 mph. There have been four accidents reported at this intersection in the past five years (3-property damage and 1-possible injury). Halifax Avenue is a city street with an average daily traffic count of 7,429 to the north of West 50th Street and 6,678 vehicles per day to the south. Staff feels that this intersection has well defined lane markings. There is an advanced lane advisory sign for east bound traffic just to the west of Indianola Avenue and the traffic lanes (left turn, forward and right turn) are marked with large painted arrows that can be seen as you approach this intersection. Four reported traffic accidents is a small percentage when you consider that over 30,000 vehicles pass through this intersection on a daily basis. Traffic Safety Staff Review Page 2 of 4 August 5, 2009 G:\Engineering\Infrastructure\Streets\Traffie\Traffic Advisory Committee\Staff Review Summaries\09 TSAC & Min\Traffic Safety Review 08-05-09 Staff recommends the denial of the request to further enhance lane markings for east bound West 50th Street at Halifax Avenue. 2. Request for a stop sign for north bound Josephine Avenue at West 64th Street. This request comes from a resident on Josephine Avenue who is concerned with traffic safety at this intersection. This is a "T" intersection that has a current stop sign at West 64th Street for south bound Josephine Avenue traffic. The other two approaches are uncontrolled. The requestor states that cars turning west bound on West 64th Street from Josephine Avenue frequently make sloppy turns and cut the corner and drive in the wrong lane while making this turn. Requestor feels that a stop sign would help keep cars on the proper side of the roadway. Josephine Avenue is a 30-foot wide city street and there have been no repotted accidents in the past five years. Traffic is very light and is usually limited to residents and service vehicles. Warrants are not met for a stop sign at this location. Staff recommends the denial of the request for a stop sign for north bound Josephine Avenue at West 64th Street for lack of warrants. 3. Request for "Residents and Guests Parking Only" signs for the west side of Oaklawn Avenue in the 6000 block across from Pamela Park. This request comes from a resident in the 6000 block of Oaklawn Avenue who is frustrated at the number of vehicles that park on both sides of the street during park events. The requestor states that cars park on both sides of the street during park events even though there is ample room in the parking lot. Requestor states that cars frequently park close to their driveway making it difficult to enter and exit. Oaklawn Avenue is a 30-foot wide city street with no curb, gutter or sidewalks, and an average daily traffic count of 576 vehicles with an 85th percentilespeed of 32.2 mph. There have been no reported accidents in the past five years and parking is allowed on both sides of the street. The City of Edina does not have a policy for resident only parking permits. Traffic Safety Staff Review Page 3 of 4 August 5, 2009 G:\Engineering\ Infrastructure \Streets\Trafftc\Traffie Advisory Committee\Staff Review Summaries\09 TSAC & Min\Traffic Safety Review 08-05-09 v Staff recommends the denial of the request for "Resident and Guests Parking Only" signs for the 6000 block of Oaklawn Avenue for lack of policy. 4. Request for "No Parking Anytime" signs for the east side of West Shore Drive north of West 66th Street to approximately 6524 West Shore Drive. This request comes from a resident, who does not live on this block, who is concerned with traffic safety. The requestor states that when cars are parked in this area it makes navigating down the hill and around a slight curve dangerous because drivers are forced into the center of the roadway. West Shore Drive north of West 66th Street is a 30-foot wide city street with curb, gutter and no sidewalks. There have been no reported accidents in the past five years A survey was sent out to all of the residents who would be affected by this request. Survey results show that the majority of the residents did not want parking restrictions on this section of West Shore Drive. Staff does not see a traffic safety issue here. Any motorist using due care can easily navigate this area. Staff recommends denial of the request for "No Parking Anytime" signs on the east side of West Shore Drive, north of West 66th Street to approximately 6524 due to survey results. SECTION C: Requests that are deferred to a later date or referred to others. 1. Request for a pedestrian crosswalk crossing Interlachen Boulevard at either Bedford or Oxford Avenues. This request comes from a resident on Bedford Avenue who is concerned with the safety of her children when crossing Interlachen Boulevard to access Todd Park. Traffic Safety Staff Review Page 4 of 4 August 5, 2009 G: \ Engineering\ InfrastructureStreets \Traffic \Traffic Advisory Committee\ Staff Review Summaries \09 TSAC & Min \Traffic Safety Review 08-05-09 N N x To HRA To Council Motion Resolution Ordinance Discussion Consent Information Only Mgr. Recommends Action Mayor & City Council Boyd Tate Traffic Safety Coordinator July 21, 2009 Traffic Safety Staff Review for July 2, 2009. To: From: Date: Subject: Agenda Item IV. F. *-----/e•tot VIlleet-5 REPORT/RECOMMENDATION Recommendation: Review and approve Traffic Safety Staff Review of Thursday, July 2, 2009. Info/Background: It is not anticipated that residents will be in attendance at the Council meeting regarding any of the attached issues. TRAFFIC SAFETY STAFF REVIEW Thursday, July 2, 2009 The staff review of traffic safety matters occurred on July 2, 2009. Staff present included the City Engineer, Assistant City Engineer, City Planner, Traffic Safety Coordinator, Sign Coordinator and Chief of Police. From that review, the recommendations below are provided. On each of the items, persons involved have been contacted and the staff recommendation has been discussed with them. They were also informed that if they disagree with the recommendation or have additional facts to present, they can be included on the July 21, 2009, Council Agenda. SECTION A: Request on which staff recommends approval: None for the July 2, 2009 meeting. SECTION B: Requests on which staff recommends denial of request. 1. Request for a stop sign at the intersection of West 59th Street and Zenith Avenue for north/south bound traffic on Zenith Avenue. Requestor is a resident on Zenith Avenue who feels that a stop sign is needed for the north and south bound traffic on Zenith Avenue at the intersection of West 59th Street. Zenith Avenue, at this location, is a typical Edina residential street. Traffic volumes are low and the 85th-percentile speed is less than 30 MPH. There are stop signs currently in place for north/south Zenith Avenue at West 58th Street and West 60th Street. Zenith Avenue and West 591h Street is an open intersection with no clear view problems. There have been no accidents reported at this intersection in the past five years. Traffic Safety Staff Review Page 1 of 2 July 2, 2009 G: \Engineering\ Infrastructure\Streets\Traffie\Traffic Advisory Committee\Staff Review Summaries\09 TSAC & Min\Traffic Safety Review 07-02-09 Effective traffic control is achieved by exercising the least intrusive control to achieve safe traffic flow. When excessive control or unnecessary control is used, motorists feel imposed upon and frequently will ignore the traffic control device. Policy states that absent engineering data which clearly indicates the need for a stop sign, a residential intersection should be left uncontrolled. Warrants for a residential stop sign require a minimum of 1,000 vehicles per day on each of the intersecting streets. This intersection does not meet this requirement. Staff recommends denial of the request for a stop sign for north and south bound traffic on Zenith Avenue at West 59th Street for lack of warrants. SECTION C: Requests that are deferred to a later date or referred to others. 1. Request for restricted parking (3-Hour Limit) on the 6300 and 6400 blocks of Barrie Road. Traffic Safety Staff Review Page 2 of 2 July 2, 2009 G:\Engineering\Infrastructure\Streets\Traffic\Traffic Advisory Committee\Staff Review Summaries \09 TSAC & Min \Traffic Safety Review 07-02-09 Presentation to the City of Edina Transportation Commission August 20, 2009 Commissioner Peter McLaughlin, Chair Counties Transit Improvement Board & Hennepin County Regional Rail Authority it's about time .--Transit Improvement..—. A period of: • Opportunity Promise Excitement Growing Appetite • Challenges it's about time —Transit Improvement—. In a Period of Re-Definition • Initial projects finished or nearly completed - Hiawatha, Northstar & Central Corridors - Cedar Ave. & 35W Busways • No firm agreement on next batch o Emergence of high speed & intercity rail o New dedicated transit funding in metro New federal authorization bill pending . Continuing Met Transit operating deficit it's about time —Transit Improvement-- mnoldat Transit Corridors Bus Rapid Transit • Light Rail Transit • Commuter Rail d.... High Speed Rail • Passenger Rail • LRT or BRT MIntinenrmeaLoallisStation Um nu ilot i n. ModaltStation aea Ito Big Lake To Forest Lake .,,j. 2 to St Cloud 0 — E _. ANOKA <4 4*• . R4 ' t.c.•‘s° .t. y cp -1 ._\, To 001000y .. ; e 1 0 RAMSEY m ,-.-_,, ' , HENNEPIN I -hmiP S ° l ...S n ----, -- - WAS • INGTO m 4To •R 90 ------r-J-Its...0.,d CARVER DAKOTA - sco-rr - 1 / 1 .."LaELkt _ _ •50% •Counties- c-na o Counties- RRAs OState • Federal —Transit Improvement-- it's about time Funding Shares for New Starts 70rojeczs 010% Legislative Session Update: Great Success! • a-L-L Londing -$26m passenger rail -$21m transit in metro area • Metro Transit operating deficit resolved (for current biennium only) -No fare increase -No use of CTIB funds • Authority to seek federal high speed funds it's about time —Transit Improvement. Counties Transit Improvement Board • Five participating counties collaboratively drafted & adopted a Joint Powers Agreement five weeks after February 2007 override: Anoka, Dakota, Hennepin, Ramsey & Washington. • Sets criteria & awards grants from transit improvement sales tax revenues. • Weighted voting, as provided by statute. • Advised by Grant Evaluation and Ranking Systems (GEARS) Committee. 1111"111111.11111.11 . ' . . . ---Ttruzsit Improvement— it's about time Counties Transit Improvement Board: Great Progress in seventeen months! Legislature Overrides Veto Feb. 25, 2008 5 Counties Approve Joint Powers Agreement & Sales Tax April 1, 2008 Sales Tax Collection Begins July 1, 2008 Adoption of Interim Transit Investment Framework & Commitment of up to $300 m to Central Corridor Aug. 29, 2008 First Payment to CTIB Sept. 10, 2008 GEARS Grant Recommendations Oct. 14, 2008 First Grant Awards Oct. 29, 2008 Long Term Investment Framework Adopted May 20, 2009 Financial Review & Capacity Estimate Adopted June 29, 2009 Wr —Transit — it's about time Improvement- 7-adera[ 72cog .1prpnsprilatk7,E-1..3s Project Name Appropriation Amount Northstar Commuter Rail $71.6 million Central Corridor $20.0 million Southwest LRT $534,375 Cedar Avenue BRT $950,000 Red Rock Corridor $475,000 Northern Lights Express $475,000 it's about time ---Transit Improvement—. fangthwore 17-edera[ S.4Jm2s Funds for O Metropolitan Council purchases ($52.8m): - 31 standard, 30 hybrid and 29 articulated bus replacements for the Metro Transit fleet - 15 hybrid and 1 standard bus replacements for the Metro Mobility fleet - 27 standard small buses for dial-a-ride services e $17.6m pledged to eligible preventive maintenance helped reduce operating deficit it's about time --Transit Improvement—. Federal 2010 Req ests Requests by Senator Klobuchar included in Senate Transportation Appropriations Subcommittee Bill: Cedar Avenue BRT Phase I $700,000 Northstar Phase I (also incl in President Obama's budget) $711,661 Northstar Phase II to St. Cloud 54 million Northstar Phase II (Buses) $100,000 Central Corridor 53.5 million it's about time --Transit Improvement—. Federal 2010 Requests Requests included in the House Transportation and Housing, Urban, Development Appropriations Bill: Bottineau Corridor $250,000 Rep. Ellison Northern Lights Express $500,000 Rep. Oberstar 1-94 Transit Corridor $250,000 Rep. McCollum Minneapolis Transit Hub $500,000 Rep. Ellison it's about time —.Transit Improvement- InvIdawg Hiawatha LRT • In operation since June 2004 • Accounts for approx. 12% of total system ridership • CTIB funds 50% of operating subsidy • Extension to Minneapolis Transit Hub opens late 2009 • Next step: 3-car trains it's about time .--Transit Improvement ©LSl O Opens late 2009 G Big Lake to Minneapolis Transit Hub • CTIB funded Fridley station ($9.9 million) — will be open when service starts * Future capital costs: Foley and Ramsey stations; St. Cloud extension NORTHSTAR COMMUTER RAIL it's about time —Transit Improvement-- CedarBRT • Opening 2010 • Partial funding through UPA • CTIB funded Apple Valley station ($6.95 million) • $22m needed to complete Phase I • Total capital need: $186m CO 00,, it's about time --Transit Improvement- 1-35W BRT • Opening 2010 • Service between Lakeville n 1-35W BLis Papa Transit and downtown Minneapolis • CTIB funds 50% of operating subsidy • Some missing elements • Remaining capital need: $80.5m it's about time —Transit Improvement—. nwv wp riltraCc c'd • Utility relocation underway in downtown St. Paul • Issues: U of M, historic review, equity considerations • Construction begins 2010; Opens 2014 • Total projected capital cost: $914 million month CENTRAL • Funds committed by state, RRAs & CTIB • Record of Decision anticipated next THE it's about time —Transit Improvement.— SouthwestLRT • DEIS process underway 0 Route by end of 2009 • HC investment >$25m sgmtvg:F. • 1st federal & state funding commitments this year • Estimated cost:$1.3 B it's about time —Transit Improvement.— ru 7nttineau Transitway • Downtown through north Minneapolis to NW Suburbs • Alternatives Analysis underway * Locally Preferred Alternative (LPA) expected in 2009 • Estimated cost: $1.0 B Bohinecw, it's about time —Transit Improvement. rwIckt on7 Northern Lights Express (NLX) • Intercity passenger rail service from Duluth to Minneapolis • Technical and environmental studies underway • Eligible for federal stimulus funding • Total estimated capital cost: $615 million , vr *1.1eiwnN‘ NORTHERN LIGHTS EXPRESS it's about time --Transit Improvement—. Robert Street • Feasibility study completed which indentified transit improvements in broad area from downtown St. Paul to 494/110 interchange and on to Rosemount via TH 52 • Next step: federally-compliant Alternatives Analysis study • Estimated capital cost: $173 million it's about time mf.cl. —Trarzsit Improvement.... 9 80-mile corridor from Hinckley to downtown St. Paul c, Alternatives Analysis study underway • Phased Implementation • Estimated capital cost: $534.2 million it's about time --Transit Improvement. 1-94 East • 17-mile corridor • St. Paul to St. Croix River • Mode being explored rridur • Feasibility study to begin soon • Total estimated capital cost: $620 million Ws about time --Transit Improvement. RedRock • 30-mile commuter rail line • Hastings through St. Paul to downtown Minneapolis • Phased Implementation • Traveling with high-speed? • Estimated capital cost: $637 million it's, about time —Transit Improvement.— 77-7fiti O Construction begins 2010 O Opening 2012 O $50 million federal appropriation O 2009 state bonding funds to Other funding requests °ending it's about time --Transit Improvement—. Facility Status: Minneapolis Transit Hub . Functioning hub in late 2009 with Northstar opening and Hiawatha extension r) Studying future platform and train storage needs • $130 million authorization sought in new federal transportation bill it's about time --Transit Improvement—. igh-Speed ail to Chicag • $8 billion opportunity with Stimulus; intense competition from regions across the country. (plus $1b annually over next five years > $13b) • 2009 legislation defines MN-DOT role • Next: planning & environmental studies; FRA Round I stimulus applications pending it's about time .---Transit Improvement-- mnritiaLota it's about time .--Transit Improvement-- Minneapolis Transit Hub A possible exterior design... it's about time -----Tranvit Improvement rmitelos aro LRT 1', LRT 35 ana LRT 3C INIcollet Mall and "lb. 1.. Sub-Alternative, ,... ",..1...t. -F:_›- ' , ''. - ' 1"191' - • ,,,nit.: 4* . , .,,N /' 14-4n. .. ' ''' 'e.e. •., 4%,"' .... N .-.:- ,, -,, • -'--,,,,,-.- .-- 'L'.W4--•,:ti7. r • ", ,L, el - 'fit;,. itr.N, N. A .49'‘,...Y' "Rtgnill;$...n 3111/1C,: -- .r.. '...11 nth Mr. , 1 • , '•,,,, ...; ... -,1 -• , .' l' . , v Sn.P.71.frn RMarahlp Poracast ,T2030) (costs are preliminary and subject to chan-ge.) L RID Ridership Reverse Commute Ridership New Transit Tdps Travel Time Savings (user benefit hours) LRT IA 24.000 to 26.000 5,500 to 6,500 6.500 to 7.500 6,500 to 7,500 LRT 3A 28.000 to 30,000 7.500 to 8.500 7,500 to 8.500 8.500 to 9,000 LRT 3C-I (Nicollet Mall) 24,000 to 26.000 7.500 to 8,500 7,500 to 8,500 8,000 to 9,000 LRT 3C-2 (11./12,^ Streets) 28,000 to 30,000 7,500 to 8,500 7,500 to 8,500 7,500 to 8,500 it's about time **"..Transit Improvement—. rAnolduog _STO LP,7 Smpilla0 21 Di/P.3 Coals T2..‘ ©as) (costs are preliminary and subject to change) Alternative Capital Cost Operating (Annual) Cost 2015 Cost/mile 2015 LRT 1A $850M to $950M $61M to $68M $19M to $21M LRT 3A $1.18 to $1.258 $69M to $78M $23M to $25M LRT 3C-1 (Nicollel Mall) $1.513 to $1.78 $91M to $103M $27M to $29M LRT 3C-2 (11,V12. Street) $1.68 to $1.88 $94M to $106M $27M to $29M it's about time —Transit Improvement—. Our Visicn A network of connected transitways ir the Metropolitan Transportation Area • Move users efficiently and safely • Mitigate congestion • Enhance development • Improve environmental sustainability it's about time —Transit Improvement. Definition of Transitways • Transit operating in dedicated right-of-way with online stations • Includes LRT, commuter rail and BRT • Excludes arterial BRT, regular route and express bus service, transit hubs and passenger rail it's about time .--Transit Improvement. C st-Effective'es Index (CEI)* Alternative CEI IRT 1A $24 to $26 LRT 3A $28 to $31 LRT 3C-1 (Nicollet Mall) $39 to $44 LRT 3C-2 (11th/12th Street) $44 to $48 CB — Incremental Annualized Capital Cost 4. Incremental OperatinglMaintenance Cost User Benefits - CEI values are preliminary and subject to change its about time —Transit Improvement— extGeneration :ssues for CTIB • Time to tackle a new set of issues * Going beyond cobbling together individual lines to aggressively building a system of transit for the 21st Century * Accelerating development of transitways • Insufficient resources to meet demand for transit it's about time Transit Improvement rnividen Key Policies and Principles • Funds to accelerate development of new transitways • Maximize the use and availability of federal funding • No funds for studies or work prior to preliminary engineering • No grants for prior expenditures • Investments should include transit-supportive land use plans it's about time ----Transit Improvement — overview of Process for 201: Grants Available Grant Funding: - $83,000,000 to meet funding commitments (Central Corridor and Operating funds) - $19,083,000 to meet identified capital needs and accelerate transitway development it's about time .—Transit Improvement—. Supplemental Criteria Limit Eligibility for Capital and Operating Grants Capital Grants — Central Corridor LRT — Cedar Avenue BRT — I-35W South BRT — Southwest LRT Operating Grants — Cedar Avenue BRT — Hiawatha LRT — Northstar Commuter Rail -1-35W South BRT it's about time --Transit Improvement- CTIB's two-armed approach: Grants for transitways Advocacy for transit and transportation it's about time --Transit Improvement— Schedule for 2009 Grant Procez.: „ July 15 (Board Meeting ) Approve Release of 2010 Grant Solicitation September 11 2010 Grant Applications Due September 14 to October 16 Metropolitan Council Consistency Review of 2010 Grant Applications September 16 (Board Meeting with Potential Grantee Presentations to Board and GEARS GEARS) Week of October 5 GEARS Meeting to Rank and Evaluate 2010 Grant Applications October 21 (Board Meeting) Award 2010 Grants December 16 (Board Meeting) Approve Grant Agreements 11111001Wm11114111•11P it's about time --Transit Improvement.-. New Federal Focus on Sustainable Communities - • Creation of Office of Sustainable Housing and Communities at HUD • Interagency Council on Sustainable Communities: HUD, DOT, EPA and other federal agencies: coordinating housing, transportation, energy & environmental policies & investments • Competitive grant funds for regional planning: - $400 m over 4 yrs for livable communities planning grants - $3.75 billion over three years for sustainable development implementation grants linking affordable housing, TOD, ped & bike infrastructure, & redevelop Provvnfields it's about time —Transit Improvement. Sustaining the • Optimism • Big Vision =- Sustained Effort • Ruby & the Romantics: "Our Day Will Come" it's about time --Transit Improvement-- Transit Corridors Bus Rapid Transit • Light Rail Transit • Commuter Rail • High Speed Rail • Passenger Rail • LRT or BRT cz Minneapolis '''' Intermodal Station Am, Union Depot 4 I.M.l Multi Modal Station .; HENNEPIN 4, . .0 . et — _ le. e / To F ec Lao ANOKA ,. se- NO 3s)- cr i a 1.1, 151...RAMSEY 1. i:,- se- - WASHINGTON 73 cr I Hugo etlf Hastings a t Li./ * Ulan& - '-----. _ __ I a CARVER - -.lb Rattenbunt ". DAKOtA : g ....._ ... sco-rr -1-1------ Editorial: A clear favorite for southwest light rail Page 1 of 2 StarTribune.com MINNEAPOLIS - ST. PAUL, MINNESOTA Editorial: A clear favorite for southwest light rail August 20, 2009 Robust ridership projections that match the successful Hiawatha light-rail line, cohesive political support from five cities and a county, state and federal funding formula have made it more likely than ever that a southwest line will be built. Key questions remain, however. Which route would best connect Minneapolis to Eden Prairie? And which proposed route would qualify for federal funding, which would pay half of the estimated $1 billion in construction costs. The route through St. Louis Park, Hopkins and Minnetonka is generally set. And despite there being two possible routes in Eden Prairie, there is near unanimity that the line should connect the burgeoning business centers in the eastern part of that city, rather than use a less expensive, but less dense, residential section in the west. The Minneapolis alignment decision is more problematic, and it has created a fundamental and healthy debate over the role of rail. One route, commonly called 3A, would run along the existing Kenilworth Trail on the west side of Cedar Lake and connect to the planned intermodal transit facility at the Twins new baseball stadium. The other option -- commonly called 3C -- would bring the train along the Midtown Greenway through Uptown and then head north, either via Nicollet, Blaisdell or 1st avenues. From there, a tunnel would be dug from the Greenway to Franklin Avenue in order to keep speeds competitive with route 3A. Once downtown, one 3C route would run down Nicollet Mall and meet the Hiawatha Line at 4th Street, but not directly connect to the intermodal station. An alternative would go along either 11th or 12th streets and connect at the planned transit hub. While supporters of the C3 Uptown/Greenway route make a strong case that this portion of south Minneapolis should be included, the capital cost -- estimated at $1.5 billion to $1.8 billion -- would be significantly higher than the 3A Kenilworth route, which is estimated to cost $1.1 billion to $1.25 billion. Annual operating costs that would be $2 million to $6 million less than 3C also favor the 3A Kenilworth route. Taking on those additional costs might make sense if ridership would be much higher on the 3C Greenway/Uptown route, but both 3A and 3C are projected to have 28,000- 30,000 daily riders in 2030. The ridership numbers are key because the cost-effectiveness index used to qualify for federal funding would be $28 to $31 for 3A Kenilworth, compared with $39 to $44 for the Nicollet version of 3C and $44 to $48 for the 11th Street version. http://www.startribune.com/templates/Print_This_Stoly?sid=53736807 8/20/2009 Editorial: A clear favorite for southwest light rail Page 2 of 2 Paying more for the same ridership benefit would be a poor use of public money. And, crucially, only route 3A, using the Kenilworth Trail and connecting with the Hiawatha, Central Corridor and North Star lines at the ballpark, would likely qualify for federal funding, which is supposed to cover half the cost of the project. Without the federal money, southwest LRT would be literally and figuratively derailed. Public officials should focus on the 3A route but also consider ways to serve transit demands in Uptown. One possibility is a Midtown Greenway trolley that would connect with the southwest and Hiawatha lines. A trolley line would be more compatible with bicycle and pedestrian use of the Greenway, and it could make more frequent stops than a light-rail line. After years of study and debate, the 3A route has emerged as a clear and practical favorite. But as planning moves ahead, officials should keep in mind that creating an effective service alternative for Uptown would help accelerate economic development along the Greenway and Lake Street and more fully address the metro transit needs of this and future generations. © 2009 Star Tribune. All rights reserved. http://wwvv.startribune.com/templates/Print_This_Story?sid=53736807 8/20/2009 Wayne Houle From: Robert.Byers@co.hennepin.mn.us Sent: Thursday, August 20, 2009 4:33 PM To: Gordon Hughes Cc: Jack Sullivan; Wayne Houle Subject: Informational Meetings - 2030 Hennepin County Transportation Systems Plan Mr. Hughes: I would like to extend a personal invite to you and members of your staff to view our exhibits summarizing the 2030 Hennepin County Transportation Systems Plan (2030 HC-TSP) at one of our upcoming informational meetings. The meetings are in an open house type format, and attendees will be able spend a few minutes to view about a dozen display boards describing the various chapters of the plan. Tom Johnson and I will be available to discuss the plan and answer any questions. The 2030 HC-TSP outlines the county's vision of how transportation services should be provided throughout the next couple of decades. The plan provides a framework of policies, guidelines, technical analyses and recommendations. The informational meetings are scheduled from 5:00 - 8:00 p.m. in the evening at the following locations: Thursday, August 27 at the Medina Public Works Facility Offices - Large Training Room City of Medina - 1600 Prairie Drive Tuesday, September 8 at the Hennepin County Government Center, A-Level Auditorium City of Minneapolis - 300 South 6th Street Tuesday, September 15 at the City of Champlin, City Council Chambers City of Champlin — 11955 Champlin Drive Wednesday, September 23 at the City of Minnetonka, City Council Chambers City of Minnetonka — 14600 Minnetonka Boulevard The report and associated maps are available on the Hennepin County website at: http://tinyurl.com/2030-HC-TSP. Copies of the information meeting exhibits will be posted shortly out on this website for viewing if you can not personally attend one of our meetings. Printed copies of the report or electronic copies on CD are available upon request. Thanks ! - Bob Bob Byers, P.E. Senior Transportation Engineer Hennepin County Transportation Department Transportation Planning Division 1600 Prairie Drive Medina, MN 55340-5421 612-596-0354 (Direct dial) 763-478-4000 (FAX)Disclaimer: Information in this message or an attachment may be government data and thereby subject to the Minnesota Government Data Practices Act, Minnesota Statutes, Chapter 13, may be subject to attorney-client or work product privilege, may be confidential, privileged, proprietary, or otherwise protected, and the unauthorized review, copying, retransmission, or other use or disclosure of the information is strictly prohibited. If you are not the intended recipient of this message, please immediately notify the sender of the transmission error and then promptly delete this message from your computer system. 1 Sharon Allison From: Jack Sullivan Sent: Thursday, August 20, 2009 10:58 AM To: Jennifer Bennerotte; Scott Denfeld Cc: Sharon Allison Subject: Tonight's ETC meeting Here are the people who might be speaking. Nicholas J. Erpelding, FE., PTOE Traffic Engineer Westwood Professional Services KirriL;y-1.-lorn and N. • , Inc, Jack D. Sullivan, PE Assistant City Engineer City of Edina Direct: 952.826.0445 fax: 952.826.0389 jsullivan@ci.edina.mn.us 1 SCHOO L) • SPEED LIMIT 15 WHEN CHILDREN ARE PRESENT Safe Routes to School SAFE ROUTES TO SCHOOL The City of Edina received Safe Routes to School (SRTS) funding for implementation of a citywide school speed zone study of the public and private elementary and middle schools. Currently, there are no identified school speed zones within the City of Edina. The lack of consistent signage, pavement markings and identified school zones hinder driver awareness of pedestrians and cyclists near our schools. Driver awareness, excess speeds and failing to yield at crosswalks during school days impose dangerous conditions for students walking and biking to their respective school, therefore, discouraging the desire to walk and bike. The City, together with our community schools, will be implementing the new school speed zones during the month of August, prior to the 2009 school year. These school zone speed limits will be signed for 15 mph or 20 mph when children are present. Please be aware of the new school speed zones, as fines for speeding in these zones will be doubled to over $280 dollars. PLEASE BE AWARE OF THE NEW SPEED ZONES DRIVE SAFELY 2nd St NE SY Excelsior Boulevar Blake IHopkinsi 5th St. S. Interlachen Blvd. Interlachen Blvd 7th St. S. 9 elLUCCEIMII 40th St. eilSM St. AM S8th St. Intermodal Station Midtown Greenviay () 36th 5 Rot St. 46th St. ,e'Or 2801 St. Cedar Lake Rd. - atonka Blvd. OvIc Center Park Wooddale 7 Excele,r S Grand Smetana Rd. Rowland Olson Memorial Highway wirmi V VEBit • Iwo Ro alston 7,4 ifft .A Pi°4 1111211m1 MEW Y ; Vail* Mew Rd. Southwest Station 62 66th St. V k Nev. Rd 66th Si LRT Alignment 1A Rit'R LRT Alignment 3A • LRT Station • LAT Park & Ride Station Existing Freight Lines *II. Hiawatha & Central LRT Trails llth/12th Sub-Alt Concepts ROtTER 1111) NORTH Scale (In miles) 0 t.t 02 0.25 IF W. 62nd St. Tovoline Rd WSB Project No. 1686-13 Prepared by: WSB & Associates, Inc. July 16, 2009 0 SCHOOL Edina Schools Speed Zone Study S.P. 120-591-01 Prepared for: 701 Xenia Avenue South, Suite 300 Minneapolis, MN 55416 763-541-4800 SAFE ROUTES TO SCHOOL PROGRAM EDINA SCHOOLS SPEED ZONE STUDY S.P. 120-591-01 JULY 16, 2009 Prepared For: City of Edina 4801 W. 50th Street Edina, MN 55424 (952) 927-8861 (952) 826-0379 (Fax) Prepared By: WSB & Associates, Inc. 701 Xenia Avenue South, Suite 300 Minneapolis, MN 55416 (763) 541-4800 (763) 541-1700 (Fax) Safe Routes to School Program Speed Zone Study City of Edina, MN WSB Project No. 1686-13 CERTIFICATION I hereby certify that this plan, specification, or report was prepared by me or under my direct supervision and that I am a duly Licensed Professional Engineer under the laws of the State of Minnesota. Charles T. Rickart, PT, PTE Date: July 16, 2009 Lie. No. 26082 Safe Routes to School Program Speed Zone Study City of Edina, MN WSB Project No. 1686-13 TABLE OF CONTENTS TITLE SHEET CERTIFICATION SHEET TABLE OF CONTENTS I. INTRODUCTION / BACKGROUND 1 II. STUDY METHODOLOGY 2 III. SCHOOL SPEED ZONE STUDIES 7 A. Cornelia Elementary 7 B. Countryside Elementary 8 C. Creek Valley Elementary 9 D. Highlands Elementary 10 E. Normandale Elementary, Concord Elementary, and South View Middle School 11 F. Valley View Middle School 12 G. Calvin Christian School 13 H. Our Lady of Grace School 14 I. St. Peter's Lutheran School 15 IV. CONCLUSIONS / RECOMMENDATIONS 17 Figure 1 - Location Map Appendix A Cornelia Elementary School Appendix B Countyside Elementary School Appendix C Creek Valley Elementary Appendix D Highlands Elementary School Appendix E Normandale Elementary, Concord Elementary, and South View Middle Schools Appendix F Valley View Middle School Appendix G Calvin Christian School Appendix H Our Lady of Grace School Appendix I St. Peter's Lutheran School Safe Routes to School Program Speed Zone Study City of Edina, MN WSB Project No. 1686-13 I. INTRODUCTION / BACKGROUND The City of Edina applied for and received Safe Routes to School (SRTS) funding for implementation of a City-wide school speed zone study of the public and private elementary and middle schools. Currently, there are no identified school speed zones within the City of Edina. The 85t1 percentile speeds around most schools can and does exceed 5 to 10 mph over the current posted speed limits of 30 mph. These types of speeds during school days impose dangerous crossing areas for students walking and biking to their respective school, therefore, discouraging walking and biking to school. The purpose of the school speed zone study is to: 1. Determine and implement, if feasible, school speed zones adjacent to each school. 2. Document existing conditions adjacent to each school and identify any inconsistencies with respect to signing, marking, or traffic control. 3. Provide safe conditions to encourage students to walk and bike to school. 4. Prepare a study template for other municipalities to use for speed studies. The City worked closely with Independent School District (ISD) No. 273, as well as the three private schools within the City on this project. The schools that are part of the study include: • Concord Elementary (IDS 273) • Cornelia Elementary (IDS 273) • Countryside Elementary (IDS 273) • Creek Valley Elementary (IDS 273) • Highlands Elementary (IDS 273) • Normandale Elementary (IDS 273) • South View Middle School (IDS 273) • Valley View Middle School (IDS 273) • Calvin Christian School (Private) • Our Lady of Grace School (Private) • St. Peter's Lutheran School (Private) Figure 1(see Appendix) illustrates the location of each school within the City. The purpose of this report is to outline the methodology for evaluating and establishing school speed zones adjacent to each school and documenting the additional signing, striping, and traffic control changes that would be required to implement each school speed zone. Safe Routes to School Program Speed Zone Study City of Edina, MN TVSB Project No. 1686-13 Page 1 II. STUDY METHODOLOGY In 1975 the State Legislature, through Minnesota Statute 169.14, gave responsibility to local authorities to establish school zone speed limits. Based on this authorization, the City of Edina, as the local road authority, may establish school speed zones within a school zone of public or non-public schools on a basis of engineering and traffic investigations. The school speed zone shall only be in effect when children are present going to or leaving the school. School speed zones can not lower the posted speed zone more than 30 mph and shall not be established below 15 mph. In addition, the school speed zone signing and stripping must be in accordance with the Minnesota Manual on Uniform Traffic Control Devices (MMUTCD). Any traffic violations of a school speed limit are subject to a double fine. The proper school speed zoning can reduce vehicle speed differential, provide basis for enforcement, increase driver respect for the speed zoning, and decrease crash potential. However, the school speed zoning will not automatically reduce vehicle speeds or automatically reduce crashes. In fact, improper speed zoning may actually increase crash potential, increase vehicle speed differential, and mislead pedestrians as to the true vehicular speed. Several criteria should be considered in determining if a school speed zone is warranted or needed. These criteria are discussed in detail below: School Route Plan — A school route plan identifies the routes that students are using, or should use, to get to and from school and/or other facilities adjacent to the school. The plan should identify the existing walking area around the school, as well as the typical routes that students walk to and from the school. 2. Traffic Volumes — The traffic volumes of the adjacent roadways should be considered in the evaluation. The larger number of vehicles traveling on a roadway creates a potential for vehicle / pedestrian conflicts. 3. Pedestrian Volumes — Similar to the traffic volumes, as the number of pedestrians/ students increase along a particular route, the potential for vehicle/pedestrian conflict also increases. 4. Crash Investigation — A crash investigation will identify any hazardous locations in which vehicle conflicts and/or pedestrian/vehicle conflicts currently exist. 5. Roadway Characteristics / Traffic Control Devices — The existing roadway geometry, including the street width and location of existing traffic control devices (i.e., traffic signalization or all-way stops), is important in determining if pedestrians can be routed to these "safer" locations. 6. Sidewalks / Pathways — The location of sidewalks and/or pathways adjacent to the roadway and leading up to crossings and the school need to be identified to determine if pedestrians and/or students would be walking in the streets. Safe Routes to School Program Speed Zone Study City of Edina, MN IVSB Project No. 1686-13 Page 2 7. Speed Limits — The existing speed limit of the roadway is an important aspect of the evaluation. The higher the posted speed limit, the more difficult it would be reducing the speed limit through the school zone. People will drive what they feel is a safe and comfortable speed through an area. In order to evaluate each school speed zone, the following process was followed: A. Collect Background Data — This data was collected using a data collection form specifically for the school speed zone studies. This form provided necessary data based on the outlined criteria above to evaluate each school speed zone. An example of this form is shown on the next page. B. Speed Zone Evaluation — The speed zone evaluation is based on existing conditions adjacent to each school and the determination of a speed reduction and/or other improvements that would increase safety for students walking or biking to school. An example of this form is shown on the next page. C. Recommendations — Based on the speed zone evaluation, recommendations were prepared for each school area. The Existing speed limit, average daily traffic and type of • roadway function was used to determine if a 15 mph or 20 mph speed zone was appropriate when a school speed zone was recommended. Safe Routes to School Program Speed Zone Study Chy of Edina, MN WSB Project No. 1686-13 Page 3 EDINA SCHOOLS SPEED ZONE STUDY PROJECT DATA FORM School: School District: Location: Major Street Minor Street School District Contacted: ▪ Received Route Plan • Received Walking Data Field Investigation Completed: • Traffic Control • Signing Pavement Markings / Crossings Topographical Issues / Concerns (sight lines) • Sidewalks / Pathways Identified ▪ Posted Speed Limit: Major Street Minor Street Traffic Volume Data (Counted / Received): Major Street Minor Street Crash Data Received: Source Intersections: EDINA SCHOOLS SPEED ZONE STUDY EVALUATION FORM School: School District: Location: Major Street Minor Street School District Contacted: Number of Students Walking/Biking: Existing Traffic Volume: Major Street Minor Street Existing Speed Limit: Major Street Minor Street Number of Safe "Controlled" Crossings Major Street Minor Street Sidewalks / Pathways Available to Crossings: Crash History: High \ Low \ NONE >3 1-3 0 III. SCHOOL SPEED ZONE STUDIES For each of the school areas, the methodology discussed in the previous section was used to determine the appropriate speed zone adjacent to each school. The Appendix for each school area includes the data collection form, figures, and the evaluation form. The following sections outline the analysis results for each school area: A. Cornelia Elementary (Appendix A) 1. School Route Map — Figure Al identifies the existing walking area adjacent to the school. 2. Traffic Volumes — The existing traffic volume on 70th Street ranges from 12,800 to 13,600 vehicles per day. Traffic on adjacent streets range from 450 to 1,820 vehicles per day. 3. Pedestrian Volumes — Currently, there are approximately 57 students that walk to and from the school in the identified walking area. 4. Crash Investigation — The crash histou is identified in the table below: Intersection Years 2005 — 2007 PD PI 70th Street at Cornelia Drive 3 0 70th Street at Lyman Lane 0 1 70th Street at West Shore Drive 4 1 Kellogg Avenue at Claremore Drive 0 1 Oaklawn Avenue at Claremore Drive 0 1 Total 7 4 PD = Property Damage PI = Personal Injury 5. Roadway Characteristics / Traffic Control Devices — Figure A2 illustrates the existing traffic control, signing, and crossings adjacent to the school. 6. Sidewalks / Pathways — Figure A2 identifies the location of existing sidewalks and pathways adjacent to the school. 7. Speed Limit — The existing posted speed limit on adjacent roadway is shown in the table below: Safe Routes to School Program Speed Zone Study City of Edina, MN VSB Project No. 1686-13 Page 7 Street Posted Speed 85% Speed West 70th Street 30 39 Cornelia Drive 30 30 Wooddale Avenue 30 29 West Shore Drive 30 29 Based on the school speed zone evaluation, there are currently three primary crossings of West 70th Street to and from Cornelia School. Of these crossings, only one is currently controlled. There is also a high crash history at the intersections along 70th Street. In addition, it has been documented that even though the posted speed limited along West 70th Street is 30 mph, the 85th percentile speed is 39 mph. Based on these factors, West 70th Street, adjacent to Cornelia School, is a candidate for a school speed zone. In addition, Cornelia Drive south of 70th Street has higher than an average city street volume with two uncontrolled crossings. Cornelia Drive is also a candidate for a school speed zone. B. Countryside Elementary (Appendix B) 1. School Route Map — Figure BI identified the existing walking area adjacent to the school. 2. Traffic Volumes — The existing traffic volume on Tracy Avenue ranges from 4,600 to 8,500 vehicles per day. 3. Pedestrian Volumes — Currently, there are approximately 60 students that walk to and from the school in the identified walking area. 4. Crash Investigation — The crash history is identified in the table below: Intersection Years 2005 — 2007 PD PI Tracy Avenue at Highland Road 1 0 Tracy Avenue at Ridgeway Road 0 1 Arbour Avenue at Arbour Lane 1 0 Benton Avenue at Stuart Avenue 1 0 Total 3 1 PD Property Damage PI Personal Injury 5. Roadway Characteristics / Traffic Control Devices — Figure B2 illustrates the existing traffic control, signing, and crossings adjacent to the school. Safe Routes to School Program Speed Zone Study City of Edina, MN WSB Project No. 1686-13 Page 8 6. Sidewalks / Pathways — Figure B2 identifies the location of existing sidewalks and pathways adjacent to the school. 7. Speed Limit — The existing posted speed limit on adjacent roadway is shown in the table below: Street Posted Speed 85% Speed Tracy Avenue 30 NA Arbour Avenue 30 NA The school speed zone evaluation indicates there is only one crossing on Tracy Avenue and one crossing on Arbour Avenue to and from Countryside Elementary School. The Tracy Avenue crossing is currently a controlled crossing. There is a high occurrence of crashes surrounding the school area; however, along Tracy Avenue there is a low occurrence. With the high volume of traffic on Tracy Avenue and the number of students that would cross Tracy Avenue, the evaluation indicates that a school speed zone would be beneficial at this location. C. Creek Valley Elementary (Appendix C) 1. School Route Map — Figure Cl identified the existing walking area adjacent to the school. 2. - Traffic Volumes — The existing traffic volume on Gleason Road is 7,900 vehicles per day. 3. Pedestrian Volumes — Currently, there are approximately 45 students that walk to and from the school in the identified walking area. 4. Crash Investigation— The crash history is identified in the table below: Intersection Years 2005 — 2007 PD PI Gleason Road at Balder Lane 1 1 Gleason Road at Creek Valley Road 1 0 Gleason Road at Indian Hills Pass 1 0 Total 3 1 PD Property Damage PI = Personal Injury 5. Roadway Characteristics / Traffic Control Devices — Figure C2 illustrates the existing traffic control, signing, and crossings adjacent to the school. 6. Sidewalks / Pathways — Figure C2 identifies the location of existing sidewalks and pathways adjacent to the school. Safe Routes to School Program Speed Zone Study City of Edina, MN 117SB Project No. 1686-13 Page 9 7. Speed Limit - The existing posted speed limit on adjacent roadway is shown in the table below: Street Posted Speed 85% Speed Gleason Road 30 NA The school speed zone evaluation indicates there are two primary crossings of Gleason Road to and from the Creek Valley Elementary School. Both of these crossings are stopped controlled. The existing traffic volume along Gleason Road is 7,900 vehicles per day. There is an existing sidewalk and walkway system providing access to and from the school connecting to the existing crossings. There is a high crash history at the intersection adjacent to the school. Based on the evaluation and the number of students crossing Gleason Road, this roadway is a candidate for a school speed zone reduction. D. Highlands Elementary (Appendix D) 1. School Route Map — Figure D1 identified the existing walking area adjacent to the school. 2. Traffic Volumes — The existing traffic volume on Vernon Avenue is 10,400 vehicles per day. 3. Pedestrian Volumes — Currently, there are approximately 152 students that walk to and from the school in the identified walking area. 4. Crash Investigation — The crash history is identified in the table below: Intersection Years 2005 — 2007 PD PI Vernon Avenue at Tracy/Merritt Circle 0 1 Vernon Avenue at Glengary Parkway 0 1 Vernon Avenue at Chantrey Road 2 0 Vernon Avenue at Johnson Drive 1 0 Vernon Avenue at Ayshire Boulevard 1 1 Vernon Avenue at Hansen Road 0 1 Doncaster Way at Merritt Circle 0 1 Total 4 5 PD Property Damage PI = Personal Injury 5. Roadway Characteristics / Traffic Control Devices — Figure D2 illustrates the existing traffic control, signing, and crossings adjacent to the school. Safe Routes to School Program Speed Zone Study City of Edina, MN WSB Project No. 1686-13 Page 10 6. Sidewalks / Pathways — Figure D2 identifies the location of existing sidewalks and pathways adjacent to the school. 7. Speed Limit — The existing posted speed limit on adjacent roadway is shown in the table below: Street Posted Speed 85% Speed Vernon Avenue 30 NA Doncaster Way 30 NA The school speed zone evaluation indicated there is a significant crash history along Vernon Avenue in the area of the Highlands Elementary School. There is currently one controlled crossing on Vernon Avenue at the traffic signal located at Tracy Avenue / Merritt Circle. All other access to the school is from Doncaster Way. There are currently no controlled crossings of Doncaster Way into the school. Even though there is a low frequency of crashes on Doncaster Way, this roadway would be a candidate for school speed zone control; however, Vernon Avenue would not be a candidate for speed control due to the proximity of the roadway to the school and its access. E. Normandale Elementary, Concord Elementary, and South View Middle School (Appendix E) 1. School Route Map — Figure El identified the existing walking area adjacent to the school. 2. Traffic Volumes — The existing traffic volume on Concord Avenue ranges from 1,650 to 2,800, Southview Avenue is 4,150, Valley View Road ranges from 4,750 to 5,000, Nonnandale Road is 4879 and School Road is 626 vehicles per day. 3. Pedestrian Volumes — Currently, there are approximately 55 students that walk to and from the school in the identified walking area. 4. Crash Investigation — The crash history is identified in the table below: Years Intersection 2005 — 2007 PD PI Concord Avenue at Southview 1 0 Benton Avenue at W. Frontage Road 2 0 Total 3 0 PD Property Damage PI = Personal Injury 5. Roadway Characteristics / Traffic Control Devices — Figure E2 illustrates the existing traffic control, signing, and crossings adjacent to the school. Safe Routes to School Program Speed Zone Study City of Edina, MN fVSB Project No. 1686-13 Page 11 6. Sidewalks / Pathways — Figure Appendix E2 identifies the location of existing sidewalks and pathways adjacent to the school. 7. Speed Limit — The existing posted speed limit on adjacent roadway is shown in the table below: Street Posted Speed 85% Speed Valley View Rod 30 NA Southview Lane 30 NA Concord Avenue 30 NA The school speed zone evaluation indicates there are four crossings of Southview Lane into and out of the school, and four crossings of Concord Avenue into and out of the school. Of these eight crossings, the only controlled crossing is at the intersection of Southview Lane and Concord Avenue. There is a supporting sidewalk and pathway network adjacent to the school, but there is not a good network into the adjacent neighborhoods. There is not a high crash history at/or on the roadways adjacent to the schools; however, based on the number of existing walkers and/or bikers and lack of controlled crossings adjacent to the school, Southview Lane, Normandale Avenue, School Road and Concord Avenue would be candidates for school speed zone reduction. F. Valley View Middle School (Appendix F) 1. School Route Map — Figure Fl identified the existing walking area adjacent to the school. 2. Traffic Volumes — The existing traffic volume on Valley View Road ranges from 5,700 to 6,200 vehicles per day. 3. Pedestrian Volumes — Currently, there are approximately 162 students that walk to and from the school in the identified walking area. 4. Crash Investigation — The crash history is identified in the table below: Intersection Years 2005 — 2007 PD Valley View Road at Antrim 3 0 Valley View Road at Lois Lane 1 0 Valley View Road at Chapel Land 3 1 Valley View Road at St. Patricks Lane 3 0 Total 8 1 PD Property Damage PI = Personal Injury Safe Routes to School Program Speed Zone Study City of Edina, MN WSB Project No. 1686-13 Page 12 5. Roadway Characteristics / Traffic Control Devices — Figure F2 illustrates the existing traffic control, signing, and crossings adjacent to the school. 6. Sidewalks / Pathways — Figure F2 identifies the location of existing sidewalks and pathways adjacent to the school. 7. Speed Limit — The existing posted speed limit on adjacent roadway is shown in the table below: Street Posted Speed 85% Speed Valley View Road 30 NA The school speed zone evaluation indicates that there is currently one controlled and one uncontrolled crossing of Valley View Road into and out of Valley View Middle School. There is also a high frequency of crashes along Valley View Road adjacent to the Middle School. Based on these factors together with the high volume of traffic on Valley View Road this roadway is a candidate for school speed zone reduction. Additional school signing and crosswalk rnqAirv should also be considered. ICG. alvin Christian School (Appendix G) 1. School Route Map — Figure G1 identified the existing walking area adjacent to the school. 2. Traffic Volumes — The existing traffic volume on France Avenue is 10,600 vehicles per day and, on Inglewood Avenue is estimated at approximately 2,000 vehicles per day. 3. Pedestrian Volumes — Currently, there are very few, if any, students that walk to and from the school in the identified walking area. 4. Crash Investigation — The crash history is identified in the table below: Years Intersection 2005 — 2007 PD PI Inglewood Avenue at 39th Street 1 0 Kipling Avenue at 40th Street 1 0 Total 2 0 PD Property Damage PI = Personal Injury 5. Roadway Characteristics / Traffic Control Devices — Figure G2 illustrates the existing traffic control, signing, and crossings adjacent to the school. Safe Routes to School Program Speed Zone Study City of Edina, MN WSB Project No. 1686-13 Page 13 4 0 Total Years 2005 — 2007 PD PI Frontage Road at Richmond Drive 0 Richmond Drive at Richmond Circle 0 2 2 6. Sidewalks / Pathways — Figure G2 identifies the location of existing sidewalks and pathways adjacent to the school. 7. Speed Limit — The existing posted speed limit on adjacent roadway is shown in the table below: Street Posted Speed 85% Speed France Avenue 30 NA 42nd Street 30 NA This school speed zone evaluation indicates there is only one marked controlled crossing of 39th Street into and out of Calvin Christian School. Currently, the majority of the intersections adjacent to the school on 39th Street, 42nd Street, Grimes Avenue, and Inglewood Avenue are all- way stop controlled. There is very little walking traffic to and from this school from the adjacent neighborhoods. The majority of the pedestrian traffic using this area is primarily for the ball fields and other facilities adjacent to the school during non-school times; therefore, based on the evaluation this area is not a candidate for school speed zone reduction. However, additional signing and crosswalk markings to improve the visibility of the crossing locations is warranted. H. Our Lady of Grace School (Appendix H) 1. School Route Map — Figure H1 identified the existing walking area adjacent to the school. 2. Traffic Volumes — The existing traffic volumes on Eden Avenue ranges from 6,800 to 8,600 vehicles per day and, 2886 vehicles per day on the West Frontage Road. 3. Pedestrian Volumes — Currently, there are very few, if any, students that walk to and from the school in the identified walking area. 4. Crash Investigation — The crash history is identified in the table below: PD Property Damage PI = Personal Injury 5. Roadway Characteristics / Traffic Control Devices — Figure H2 illustrates the existing traffic control, signing, and crossings adjacent to the school. Safe Routes to School Program Speed Zone Study City of Edina, MN WSB Project No. 1686-13 Page 14 6. Sidewalks / Pathways — Figure H2 identifies the location of existing sidewalks and pathways adjacent to the school. 7. Speed Limit — The existing posted speed limit on adjacent roadway is shown in the table below: Street Posted Speed 85% Speed Eden Avenue 30 NA West Frontage Road 30 NA The school speed zone evaluation indicates there are no controlled or uncontrolled crossings into or out of the Our Lady of Grace School. There is very little, if any, walking or biking traffic to and from the school on a normal school day; however, there are activities at the fields adjacent to the school. There has been a high frequency of crashes along the frontage road just south of the school property; therefore, with all of these factors, this area is a candidate for school speed zone reduction. Additional signing and crosswalk makings are also warranted. I. St. Peter's Lutheran School (Appendix I) 1. School Route Map — Figure Il identified the existing walking area adjacent to the school. 2. Traffic Volumes — The existing traffic volume on France Avenue ranges from 11,300 to 16,100 vehicles per day and on 54t Street is 2,550 vehicles per day. 3. Pedestrian Volumes — Currently, there are very few, if any, students that walk to and from the school in the identified walking area. 4. Crash Investigation — The crash history is identified in the table below: Intersection Years 2005 — 2007 PD PI Ewing Avenue at 53rd Street 1 0 Drew Avenue at 53rd Street 1 0 Ewing Avenue at 52nd Street 1 0 Total 3 0 PD Property Damage PI = Personal Injury 5. Roadway Characteristics / Traffic Control Devices — Figure 12 illustrates the existing traffic control, signing, and crossings adjacent to the school. 6. Sidewalks / Pathways — Figure 12 identifies the location of existing sidewalks and pathways adjacent to the school. Safe Routes to School Program Speed Zone Study City of Edina, MN WSB Project No. 1686-13 Page 15 7. Speed Limit — The existing posted speed limit on adjacent roadway is shown in the table below: Street Posted Speed 85% Speed France Avenue 30 NA 54th Street 30 NA The school speed zone evaluation indicates there are no marked crossings into or out of St. Peter's Lutheran School similar to the other private school locations. There is very little, if any, walking traffic to and from the school during regular hours. There are a high number of crashes along France Avenue indicating a safety concern for crossing this roadway; however, with a low frequency of pedestrians and/or bicyclists relating to the school, this roadway would not be a candidate for school speed zone reduction. Additional school zone signing should be considered. Safe Routes to School Program Speed Zone Study City of Edina, MN IVSB Project No. 1686-13 Page 16 IV. CONCLUSIONS / RECOMMENDATIONS The purpose of the Safe Routes to School (SRTS) Speed Zone Study was to evaluate the existing public and private elementary and middle schools to determine if speed zones were appropriate and warranted adjacent to each school. In addition, the study identified other signing, pavement marking, or traffic control changes needed adjacent to the schools. Based on the evaluation, the following improvements for each school area are recommended. A. Cornelia Elementary School (Figure A3) • Establish a 20 mph School Speed Zone on 70th Street. • Establish a 15 mph School Speed Zone on Cornelia Drive. B. Countryside Elementary School (Figure B3) • Establish a 15 mph School Speed Zone on Tracy Avenue. C. Creek Valley Elementary School (Figure C3) • Establish a 20 mph School Speed Zone on Gleason Road. D. Highlands Elementary School (Figure D3) • Establish a 15 mph School Slit- -one on Doncaster Way. E. Normandale and Concord Elementa and South View Middle Schools (Figure E3.) • Establish a 15 mph School Spee Zone on Southview Lane. • Establish a 15 mph School Speed-Zone on Concord Avenue. • Establish a 15 mph School Speed Zone on Normandale Road • Establish a 15 mph School Speed Zone on School Road F. Valley View Middle School (Figure F3) • Establish a 20 mph School Speed Zone on Valley View Road. • Add a marked crosswalk across Valley View Road on the west side of Gleason Road G. Calvin Christian School (Figure G3) • No School Speed Zone Recommended. • Add a marked and signed School Crosswalk across 42nd Street at Grimes Avenue. • Add a "School" plaque under the existing crosswalk signs on Inglewood Avenue. H. Our Lady of Grace School (Figure H3) • Add "School Crossing" sign southbound and "School" plaque under the existing crossing sign northbound on the West Frontage Road O Add a marked crosswalk across the West Frontage Road on the south side of Eden Avenue o Establish a 20 mph School Speed Zone on West Frontage Road. I. St. Peter's Lutheran School (Figure 13) * No School Speed Zone Recommended. • Add a "School" plaque under the existing crosswalk sign on Fuller Street. Safe Routes to School Program Speed Zone Study City of Edino, MN WSB Project No. 1686-13 Page 17 APPENDICES Safe Routes to School Program Speed Zone Study City of Edina, MN WSB Project No. 1686-13 Calvin Christian School E D a-R-(A TR I E 3 pi° P K MOW 1011 1011 21 111010:frA 11111111Mo ST. MERV ..... num= 111111 munlorp 41 mm 111111 —dumbrair Immo 11111111 'Y n11110 AMID 11 111111 1111111111 A111111111 11111: 3 1,6 '1;111111 UM 1 NM 11‘ 6_131111111 moll um' 14 i or nealignid)111111101 E.A_P mum, Elementary 'School MINNETONKA 62 Cr-Fdk Valley Elerswatty Sdhool (Countryside 1E16niferiary School zNii 44, Mt LW A R K L 0 yk ..wr 110 Split!' View inerly11111/1 BL004/11r1•IGTO N - _., -.or • T 494 mumumfornamow4 1 I 11I11111INN 111111Li.p.4 Prd mummumu treafimumuumml 111101111111111111111111 11111•111111111111111r11 nummunrourim limrsimpAula umillurvr • 11111111111" • um 111111111111111k 111E11 111111111 I Ing11111111111 1 111111111111 MIN 1111111161MMITN immummor opummul JEER I E L D II II 1111111111I11 U111111111 1111L1111=1111111111 1111=11111W 1Mo= 11n11111111111 AMP! moor: •.wsmi St. Peters Iluthern (g.Chio61 Figure 1 Edina School Locations School Speed Zone Study City of Edina, Minnesota Miles NA WSB 0 0.25 0.5 1.5 2 APPENDIX A Cornelia Elementary School Safe Routes to School Program Speed Zone Study City of Edina, MN WSB Project No. 1686-13 E >, (11 Cornelia MavelleiPr > Belvidereth2n 5. 'Elementary [I I ,07 - -0 c School ? =. 44414414t: e/a n:7 t''etho 1 a tel&r 0 04, 3 tv, .e o a -17 HibiscusTAye Figure Al - Walking Zone/Routes Cornelia Elementary School School Speed Zone Study City of Edina, Minnesota Walking Route Walking Zone cnanINED Roadway . Feet Ali, WSB 7"ollah, 0 330 660 1,320 Feet 500 A , WSB Amimm lc•r n so, kik,. lilt 0 125 250 ©, Existing Signs Glonamgo Roadway Existing Sidewalk - Existing Crosswalk Other Existing Walkway Figure A2 - Existing Site Conditions Cornelia Elementary School School Speed Zone Study City of Edina, Minnesota -0 PC :0 u, 0 — F3 40 I. e * I til. , 70-tffs-ow, ,. • . .> —v•;71j TA 40 . © END SCHOOL ZONE irv--utl M m 0 q rEg `A' BSEENI REV 38(31 H3 = N3HAN g / 13 r- G 1 111111 (133.1S _ it A f 1 id i f inTe- P-• R d 0 100HOS ..........07,........-.-......................... Mavillea *Cornelia Elementary School I, , 3538c1 REY #I SCHOOL) 14e SPEED LIMIT 1 5 3E1011 0 3HNN WHEN C LEIRE PRE PRE. 5.61-,;idet---6,1__ c's f2) 4/) .. > G 1 iiwn 033dS < Zn 1100H3Sj 'Et)) > ' An 0 IscHoul SCHOOL 1.1 4$4440,4tr le < 0 r. SPEED LIMIT 1 5 P II u ca Crhor '1= . ot 7,7 et / 0 -3' , 3 NOZ 100H os (INS CHRORE P VVHEN ARE PRESE * \ 0 4t> * 0 I 0 ti 7[2 TO/S.tiN 0 r tt tI 0 # 4>-.,. nn=1, Roadway N Figure A3 - Site Enhancements Existing Signs A Cornelia Elementary School — Existing.Sidewalk Feet WSB Existing Crosswalk 0 125 250 500 School Speed Zone Study STOF Proposed Signs Al••n City Edina, Minnesota of — Other Existing VValkway APPENDIX B Countyside Elementary School Safe Routes to School Program Speed Zone Study City of Edina, MN TYSB Project No. 1686-13 School Speed Zone Study City of Edina, Minnesota Figure 131 - Walking Zone/Routes Countryside Elementary School 011 0 330 660 1,320 Feet Walking Route MI Walking Zone ==rag) Roadway 6-2iTdIStiWE C-atintrysidelRd 57th1St+WAIIIImm Countryside Elementary School nimima Fb-r-sliniDra 61t1Stal/V Birclia-e-stnDr O1inger4Blvd - 0 . lo • GroveiS - g . o / \ (t) c GFeTn70St., © o SPEED LPAIT 30 -C 0 -, booFDsi ziti\ < < I •''r I 1 e Bentor-YAve 0 -7 0 3 a STOP B en CUR/Ay eilln * RF I e. • SuniRd Countryside 40- Elementary School a) o (a Countryside' Rd > .,.. > o _o lEadm01 1 rig eueir L_ IscHooLl '31 cn Cr - grtlrilff 1ln 0 \ c1-6 *.- • (S(' o \ .- o- . 3> 1.. I 04. ns01.."..."4°"6 61 "tISt1Wimmosiwo - N ,):-'-' =,.',., Figure B2 - Existing Site Conditions A ca 1,1'6 © Existing Sidewalk mit Countryside Elementary School Existing Signs Feet - Existing Crosswalk School Speed Zone Study 0 125 250 500 sism•ED Roadway Other Existing Walkway City of Edina, Minnesota & I SO< hilt's, Ilk =,-. . GrovetS t, C 0 • e 0 z I Gi--5n761S_ 0 SPEED LIMIT 30 -C —, o hooriasi /„.\\ Ark _ 1 ' END SCHOOL ZONE *1 Is e * * 17 e BentonrAve g iel 0 B en tr7iFTAV elirmenomem CD II 1N3 S3 dd 3iN [0°1 <> N3L1011ITO * ,- SuniRd Countryside Elementary School St 111,411 CI33d5 10 0 HOS 0 SCHOOL .5,. SPEED LIMIT 1 5 < CountrysideiRd CO Wl-INI c) > nC t_ c0 E > _0 971jamOlingerACir '51 u) zn Arbour l!ri Ct— dOIS 3NOZ 100H DS ON3 (SCHOOL] CHILDREN ARE PRESENT diersisli a '0- <9 61-alst1w 0: —0•1101.11.11.11.1.11..m.."1"... ‹, ‘ Figure B3 - Site Enhancements Existing Signs 6•0•ID Roadway N A WSB Countryside Feet Elementary School — Existing Sidewalk - • E School Speed Zone Study 0 125 250 500 STOP) Proposed Signs Existing Crosswalk City of Edina, Minnesota — Other Existing Walkway APPENDIX C Creek Valley Elementary School Safe Routes to School Program Speed Zone Study City of Edina, MN WSB Project No. 1686-13 Feet 1,320 Walking Route Walking Zone 0 330 660 (MINNESOTA' Creek Valley Elementary School Nortli06ir igasaCreekWallejtiRd ApacheiRd WestaTr Sãmuel Rd \-009:6 a\ar' Figure Cl - Walking Zone/Routes Creek Valley Elementary School School Speed Zone Study City of Edina, Minnesota N A WSB /11n11L r SO( /WC,. (16 42nExas Roadway Balder Ln 114ef, s-a Lae 62 Feet 500 125 250 WSB ANINOMM. 4,socialex. Creek Valley Elementary School 4 Ci-TdkAV5116-y1R-cl BaldergEn7•••• Figure C2 - Existing Site Conditions Creek Valley Elementary School School Speed Zone Study City of Edina, Minnesota Existing Signs — Existing Sidewalk — Existing Crosswalk 0 GENlow, Roadway Other Existing Walkway Feet 500 125 250 Creek Valley Elementary School 43..aldergEn • Figure C3 - Site Enhancements Creek Valley Elementary School School Speed Zone Study City of Edina, Minnesota 11:0 Existing Signs 6111.11.1.1 Roadway — Existing Sidewalk Existing Crosswalk Proposed Signs - Other Existing Walkway A WSB tc I nsut Fah,. /HI STOP APPENDIX D Highlands Elementary School Safe Routes to School Program Speed Zone Study City of Edina, MN WSB Project No. 1686-13 L52ffd.s. i ._. 0 na, r u-, 0 SifuthilDrximmi (7). cp p-o 2 cesnmenummummar 1ffAyrshire1Blvd G> Highlands Elementary School Verri67ATOS 56th-ISt1W1n•n•••••• Figure Dl - Walking Zone/Routes Highlands Elementary School School Speed Zone Study City of Edina, Minnesota Walking Route MI Walking Zone enzaziago Roadway Feet 0 330 660 1,320 mullnirnd d el-1112n mai 414 -A NO, Highlands Elementary School dOIS co Figure D2 - Existing Site Conditions Highlands Elementary School School Speed Zone Study City of Edina, Minnesota WSB & 1,%01. lalt,,. lilt 0 125 250 500 Feet © Existing Signs — Existing Sidewalk — Existing Crosswalk 411...PRI° Roadway --- Other Existing Walkway WSB n 11111n11, cc. CU iatc.v. Int 0 125 250 500 Feet Highlands Elementary School Figure D3 - Site Enhancements Highlands Elementary School School Speed Zone Study City of Edina, Minnesota © Existing Signs asiIIIND Roadway - Existing Sidewalk Proposed Signs - Existing Crosswalk Other Existing Walkway STOP1 APPENDIX E Normandale Elementary, Concord Elementary, and South View Middle Schools Safe Routes to School Program Speed Zone Study City of Edina, MN 117SB Project No. 1686-13 A WSB Ammon". & ',WI( ink, int Walking Zone Roadway Walking Route Figure El - Walking Zone/Routes Normandale Elementary School, South View Middle School, & Concord Elementary School School Speed Zone Study City of Edina, Minnesota SouthiVievw Middle School Concord Elementary School il0 0 HDS) 56thiSttW South View Middle School 'SCHOOL) Feet 125 250 500 Yu on n eiTgrf et, i\ i WiWoodlandiRdimm Normandale Elementary School ConcordiTerr dOIS BentontAve (f) 0 Concord Elementary' 1144 re School W158th Stisi CD 111 L LV, 9 I * WiUt OS tnIMMEMEN e1 'SEh-15611Raommizi•n••n•nI o (A,k >11 ImimmTo—vnie-OSt -o 0 Cr> Leiuth .nn••nn=ma, WSB fare,. hi IA II a Figure E2 - Existing Site Conditions Normandale Elementary School, South View Middle School, & Concord Elementary School School Speed Zone Study City of Edina, Minnesota fa VA.-6t1-75t. © le Existing Signs emmEimml° Roadway Existing Sidewalk - Existing Crosswalk - - Other Existing Walkway NbIltianiet Wind 'Rd END SCHOOL ZONE Mid REV RIO A URWA (133c1S SCHOOL SPEED LIMIT 15 PREEN CHILDREN ARE PR S N Normantet s I 0)0 SaithCiieikilth 100HDEt D \4> 56thIStiWANIIIn Towdr)Stamml ©4\k INRERNA 321Y N H011 0 DRAM Ael WiWoodlandiRd 033d5 hooH3s1 9 I.-1 Concord SCHOOL Normandale Elementary School South View Middle School SPEED LIMIT 15 SCHOOL Wri CM LORE, ARE PRESEN Cf, 1g 100HDS 0 * 3 NOZ 100H OS a NE Existing Signs Proposed Signs dO1S I Benton,Ave I o > < '6 c ',",.' 0. o cn o .—) 1W16.0thISt Feet 125 250 3 NOZ 100H OS ONE 0 0 Concord Elementary School ,r I W/59thiStanO SCHOOL SPEED LIMIT 15 Wr6-0t liTSt WHEN CHILDREN ARE PRES STOP 3 NOZ 1001-10S OND [MINNESOTA WH CHILDREN ARE PEERED SPEED LIMIT 15 Figure E3 - Site Enhancements Normandale Elementary School, South View Middle School, & Concord Elementary School School Speed Zone Study City of Edina, Minnesota ciacsin Roadway Existing Sidewalk Existing Crosswalk Other Existing Walkway WSB I S VA hitt,. bk. APPENDIX F Valley View Middle School Safe Routes to School Program Speed Zone Study City of Edina, MN WSB Project No. 1686-13 101 Creek+ValleyiRd BalderalInilic .00 -a k 0 0 z P-6 Edina High 66thISIIVV cl,c6,2,Ni'N 1 SCh001 Gracciferr lloisil!n ..r sosamftittitat, Valley View 0 T Middle School SusaniAve -11) 0 co TO 0 V5IIES71Vieir7R-dc•lamm eliaelID 1 . 1 T m i 7 t awilammommisW168thiSt 0 o 0 >, o_ Cii H o co z „ r 4 , all , 4. tt4A k AT Figure Fl - Walking Zone/Routes A Walking Route Valley View Middle School Feet WSB T 1 Walking Zone . School Speed Zone Study o 330 660 1,320 ammo Roadway 41n11L - City of Edina, Minnesota & i",„. fah... fin N A WSB & lis ( t i tic, In, Figure F2 - Existing Site Conditions Valley View Middle School School Speed Zone Study City of Edina, Minnesota - Existing Sidewalk © Existing Signs Feet — Existing Crosswalk 0 125 250 500 Other Existing Walkway onsimmei• Roadway Edina High School Valley View Middle School, Edina High School Marked Crosswalk Valley View Middle School cvo — • , Existing Signs camm° Roadway — Existing Sidewalk Proposed Signs Existing Crosswalk 0 125 250 500 - Other Existing Walkway Figure F3 - Site Enhancements Valley View Middle School School Speed Zone Study City of Edina, Minnesota Feet WSB & 'kw tialk.v. tort. APPENDIX G .. Calvin Christian School Safe Routes to School Program Speed Zone Study City of Edina, MN WSB Project No. 1686-13 Feet 330 660 1,320 30-thIStIW 10.1 IIIIT21-2nd'SeW > P'E 0) 'c KA7ritel-7e77T=7eT-Dmi'm [GrimestAv Calvin Christian School' a 4 OthISOWoul Figure G1 - Walking Zone/Routes Calvin Christian School School Speed Zone Study City of Edina, Minnesota Walking Route Walking Zone mom= Roadway iAA0( . WSB Existing Signs - Existing Sidewalk - Existing Crosswalk Other Existing Walkway ciew."--) Roadway Figure G2 - Existing Site Conditions Calvin Christian School e School Speed Zone Study City of Edina, Minnesota N A WSB \ N 1 k ,0( iiitc, bk . ST dOIS STOP 40thiStIW I F 'Avel SI STOP dOIS I.- 42nd,S ,W- CL. CI C/7 Feet 0 125 250 500 Cl) Figure G3 - Site Enhancements Calvin Christian School School Speed Zone Study City of Edina, Minnesota 61:a11 Existing Signs limnsmn Roadway Existing Sidewalk - Existing Crosswalk - - Other Existing Walkway Proposed Signs APPENDIX H Our Lady of Grace School Safe Routes to School Program Speed Zone Study City of Edina, MN WSB Project No. 1686-13 Lakevi ew4 primmer MINNESOTA Grandview Sq Our Lady of Grace School Riehr'nirridiprmummitn WindsorrAvenumoom KeTtiATidumemmism Richwooder Gdif+Terr LakeviewiDr Feet Walking Route I=1 Walking Zone GININnD Roadway 0 Figure H1 - Walking Zone/Routes Our Lady of Grace School School Speed Zone Study City of Edina, Minnesota 330 660 1,320 AMMIMMINMIL a I ot rat WSB 100 Our Lady of Grace School Figure H2 - Existing Site Conditions Our Lady of Grace School School Speed Zone Study City of Edina, Minnesota — Existing Sidewalk el Existing Signs — Existing Crosswalk Roadway Other Existing Walkway a.m..' Feet WSB I soc iaicv. hit 0 125 250 500 Feet ST—OF1 500 A WSB 0 125 250 Figure H3 - Site Enhancements Our Lady of Grace School School Speed Zone Study City of Edina, Minnesota Existing Signs '=2 ":" Roadway - Existing Sidewalk Proposed Signs - Existing Crosswalk - Other Existing Walkway Marked Crosswalk END SCHOOL ZONE S Lld 3/JV 3.11-13 02 033dS 100H3Sj 1INNE$OTA Our Lady of Grace School __ARich-r=d°Dr WindsorfAv.e 3NQZ 100505 0E13 100HOS Grandview Sq APPENDIX I St. Peter's Lutheran School Safe Routes to School Program Speed Zone Stud), City of Edina, MN TUB Project No. 1686-13 WSB AMMIMIlk 1,S0( i(lV. Ill Walking Route Walking Zone crigNamo Roadway Figure 11 - Walking Zone/Routes St. Peter's Lutheran School School Speed Zone Study City of Edina, Minnesota ,I. )0, CAB II El 14 .4•V 330 660 1,320 inF.u11er0St io000, 55thi.S.t 53rd S W 5_4th1S_t W 52ndISOWommILIInJ ChowenTAve Feet cr) St. Peter's Lutheran School Feet 500 125 250 54thiStt\NAnmm St. Peter's Lutheran School ',—.1=01Euirerlsomissimessatenzu 56 55thtStessalmnimmems Existing Signs > Figure 12 - Existing Site Conditions St. Peter's Lutheran School School Speed Zone Study City of Edina, Minnesota n GE••n Roadway Existing Sidewalk Existing Crosswalk Other Existing Walkway 'wl•Amm=531--d IS t1WI INNEmr54thtSttWirmasom St. Peter's Lutheran School 4•111111nMEIMMINInEl Ful le rJS t12_, - 1> ,STOP, SPEED LIMIT 30 Feet 125 250 500 Ae" Existing Signs Proposed Signs 55thiSts- . Se 111111 033.1S Figure 13 - Site Enhancements St. Peter's Lutheran School School Speed Zone Study City of Edina, Minnesota fiNENNEEND Roadway - Existing Sidewalk Existing Crosswalk Other Existing Walkway WSB & 4 ',MR it/E01. lilt.