HomeMy WebLinkAbout2004-04-22 Meeting PacketAGENDA
Regular Meeting of the
Edina Transportation Commission
6:00 PM, Thursday, April 22, 2004
Edina City Hall
4801 West 50th Street
Community Room
I. Introduction of Steve Lillehaug — Traffic Engineer /Assistant Engineer
II. Approve Minutes from March 25, 2004.
a. Receive amended minutes from January 20, 2004 and February 26, 2004.
III. Develop Strategic Plan for Commission*
IV. Transportation Handouts*
V. Other Governmental Activities*
VI. Adjournment
* Note: No attachment included.
MEMORANDUM
CITY OF EDINA
DATE: April 14, 2004
TO: Transportation Commission
FROM: Wayne Houle — Director of Public Works / City Engineer
SUBJECT: April April 22 Transportation Commission
Attached is the April Transportation Commission meeting packet. Chairperson Fred Richards
would like everyone to bring written thoughts regarding policies or procedures that are
important to everyone in formulating a strategic plan for the commission.
See you next Thursday.
Thank you.
Figure 3. Old City /Suburb County Road Development Pattern.
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Updates to the 2025 Transitways Map
As u result of state legislutirnt anti contplt.tii tit ill transpoitation shitlies, oil y 23, 2002, the Metro bleu Council updated its
2025 Transilw'itys map as billows;
- Southwest/Midtown t ireetiwayiltienil wind' Coo tailor : Shown as a tiaitsitwiq with "technology onspect I ied."
Busway prohibited by slate law ‘.vest ti Iii 1(0 in iii isettilivorth and Midtown cotridors.
• Cedar Avenue : clituived tit Imisway
- 1)tat Iatcii l'unitituter Rail : removed limit 2025 'fratisitways map
- Riverview Corridor littstvay . ettended along Pilate,' Col r dii ugut Maryland i1 ye, to White IICD1 AST. HMI Illt111101111 III V1;1111114'01)(1 Mall
- 1-494 t...!orridor aided as a IMSW:1). I WM the airport to the Itilen nano.- Transit 4 'ciao
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SPEED
LIMIT
Statutory limits are based on the concept that uniform
categories of highways can operate safely at certain preset
maximum speeds under ideal conditions. Whether the speed
limit is posted or unposted, drivers are required to reduce
speed below these values for poor weather conditions, curves
or hills and potential hazards such as pedestrians. Drivers
must also reduce speed when approaching or passing
emergency vehicles with emergency lights flashing.
These are the most common statutory speeds:
J 10 mph in alleys
J 30 mph on streets in urban districts
J 70 mph on rural interstate highways
J 65 mph on urban interstate highways
J 65 mph on expressways
J 55 mph on other roads
Whenever these statutory speed limits are not the correct
value for a specific highway, the commissioner of
transportation authorizes the posting of other regulatory
speed limits.
Interstates are high design multi-lane divided highways
that have controlled access interchanges such as cloverleafs
or diamond shaped interchanges. Through traffic on the
interstate never has to stop or yield. Examples: 1-94 or 1-35
Expressways are multi-lane divided highways but they
have entries and intersections, sometimes controlled by
traffic signals. Some interchanges may exist but they are
not the rule. Examples: Highway 10 or Highway 52
MN Statute 169.14
Speed laws are created for the protection of
the public and the curbing of unreasonable
behavior. To effectively enforce a law, the
public must believe that the law is
reasonable. Minnesota's speed regulations are based on the
same Basic Speed Law that is used in all 50 states: "No
person shall drive a vehicle on a highway at a speed greater
than is reasonable and prudent under the conditions".
eterinfne t
The commissioner of transportation sets regulatory speed
limits on state and local roads based on a thorough
engineering and traffic investigation.
These factors are considered:
J road type and condition
J location and type of access points (intersections,
entrances, etc.)
j sufficient length of roadway (1/4 mile minimum)
J existing traffic control devices (signs, signals, etc.)
j crash history
j traffic volume
j sight distances (curve, hill, etc.)
j test drive results
j speed study
The most important part of the traffic investigation is the
speed study. When choosing a speed, drivers take many
roadway environment factors into consideration. Therefore,
the speed that the majority of people consider prudent is an
important value. Data is collected by performing radar
checks at selected locations on the roadway under ideal
driving conditions. A technical analysis is done on the results
to determine the 85th percentile. This is the value indicating
the speed at which most (85%) drivers are traveling under.
Experience has shown that a posted speed limit near this
value is the maximum safe and reasonable speed. Studies
have shown that traveling much faster or slower than this
value can increase your chance of being in a crash.
Engineering judgement is an important tool. The traffic
investigator must use knowledge of nationally accepted
principles combined with experience to assign the safe speed.
August 2002
Minnesota Department of Transportation
Office of Traffic Engineering &
Intelligent Transportation Systems
www.dot.state.mmus/trafficeng
25
MPH
SCHOOL
SPEED
LIMIT
20
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SPEED
LIMIT
40
SPEED
LIMIT
50
REGULATORY SPEED LIMIT SIGN
This black and white sign shows the maximum speed
that a motorist may travel under ideal conditions. It
can be a statutory value or else it must be authorized
by the commissioner of transportation.
ADVISORY SPEED SIGN
This black and yellow speed sign is used to advise
motorists of a comfortable speed to navigate certain
situations. It is used with a warning sign. For
instance, when traveling on a winding road, the curve
warning sign would be used with an advisory speed
sign. This sign may be posted by the local road
authority on local roads.
SPEED LIMITS IN SCHOOL ZONES
Local authorities may establish school speed limits on
local streets, within a school zone, upon the basis of
an engineering and traffic investigation as prescribed
by the commissioner of transportation. This
regulatory speed limit is in effect whenever children
are present, such as before and after school or during
recess. The school plate is black and yellow and the
other signs are black and white. Optional flourescent
yellow green may be used for the school plate.
SPEED LIMITS IN WORK ZONES
Advisory speed limits are used to identify safe speeds
for specific conditions within a work zone. These
black and orange signs are always used with warning
signs. The local road authority can post these plates in
work zones on local roads.
Work zone speed limits are short term regulatory
speed limits that are established for worker safety due
to traffic in adjacent lanes. These speed limits range
from 20 mph to 40 mph on two lane-two way roads
and up to 55 mph on divided highways. They can be
posted by the local road authority in active work zones
on local roads. The FINES DOUBLE plate is black
and orange and the speed limit sign is black and white.
Temporary speed limits in construction zones are
sometimes needed for long term construction projects
or detour routes. These regulatory black and white
signs are used when a reduced speed is needed for
driver safety. Valid 24 hours a day, 7 days a week,
these must be authorized by the commissioner of
transportation for any roadway.
See the website: www.dot.state.mn.us/speed
for more information on "Work Zone Speed Guidelines"
WM lowering the speed limit reduce speeds?
NO. Studies show that there is little change in the speed pattern
after the posting of a speed limit. The driver is much more
influenced by the roadway conditions.
WM lowering the speed limit reduce crash frequency?
NO. Although lowering the speed limit is often seen as a
cure-all in preventing crashes, this is not the case. Crashes are
most often the result of driver inattention and driver error.
However, if a posted speed limit is unrealistically low, it creates a
greater speed variance (i.e. some drivers follow the speed limit
while most drive the reasonable speed). This speed variance can
contribute to crashes.
Why do we even have speed limits?
A uniform speed of vehicles in a traffic flow results in the
safest operation. The posted speed limits can keep the traffic
flowing smoothly provided the majority of drivers find the
speed limits reasonable. To best do this, the limits must be
consistent throughout the state. The speed limits also give the
motorist an idea of a reasonable speed to drive in an unfamiliar
location. The speed limits are used by police officials to
identify excessive speeds and curb unreasonable behavior.
If you believe that there is a safety concern or an inappropriate
speed limit posted, the person to contact depends on the type of
road.
TRUNK HIGHWAYS
For regulatory and advisory speed limits on the trunk highway
system, you may contact the district traffic engineer at your
Mn/DOT district office.
The trunk highway system includes:
7' Interstate Highways,
0 U.S. Highways and
CI Minnesota State Highways
LOCAL STREETS AND HIGHWAYS
For these roadways, you may contact your local road authority
(county, city, or township). For advisory speed limits: The
local road authority can determine these advisory speeds and
post the plates without authorization from the commissioner of
transportation. For regulatory speed limits: The local road
authority can pass a resolution requesting an investigation by
Mn/DOT. Based upon the results, Mn/DOT may then
authorize the local road authority to post new speed limits.
The phone numbers to call for state or local assistance can be
found in the phone book under government listings. If you are
unable to find the proper phone number, you may call the
Mn/DOT Information Center at the following numbers:
1-800-657-3774 Greater Minnesota or
651-296-3000 Twin Cities Metro Area
SPEED
LIMIT
50
j DOUBLE FINES will be imposed for violating any regulatory speed limits in work zones or
in school zones. Fines are also double for failing to reduce speed when passing by a stopped
emergency vehicle with its lights flashing.
Notes J When an EMERGENCY VEHICLE is approaching you, move to the closest shoulder
without crossing the path of the approaching emergency vehicle. You may proceed when the
emergency vehicle passes you. If you are approaching a stopped emergency vehicle with its lights flashing, immediately reduce
speed and, if it's safe to do so, move over in your lane away from the stopped emergency vehicle. Drivers should actually change
lanes if there are two or more lanes in the same direction and there are no vehicles in their path,
Safety
SIDEWALK FACT SHEET
PROCESS: All proposed sidewalks must be "petitioned for" by City of Edina Residents.
Process for petitioning:
1. Submit Signed Petition to City Clerk, Clerk forwards to City Council
2. Council refers petition to Engineering Department for Feasibility Study
3. Engineering Department surveys area and prepares costs.
4. Neighborhood Information Meeting is held.
5. Engineering Department completes Feasibility Study.
6. Public Hearing is held - residents notified per State Law.
7. City Council hears proposed project and decides on issue - residents can speak
publicly (on record) regarding project.
8. If City Council orders project:
• Construction documents drafted and publicly bid
• Council Awards Bid
• Construction starts
9. Final Assessment Hearing is held after project completion.
Typical process from start to finish is approximately one to two years.
WHY SIDEWALKS: Sidewalks are recommended for roadways that experience higher volumes of traffic,
typically around 750 vehicles per day or more. Volumes of vehicles on local streets are
increasing Metro wide. These increases are due to a number of factors such as more
vehicles per home, more services requested per home (remodelers, garbage trucks,
recycling, grocery delivery, diaper delivery...); these trips average 12 to 14 trips per day.
The average trips per day in 1975 averaged about 8 to 10.
LOCATION:
FUNDING:
Typical traffic control devices such as stop signs will not reduce the volume of vehicles on a
roadway. In fact placement of stop signs will increase mid-block vehicle speed.
Sidewalks can be located either along the edge of a roadway or as a boulevard style
sidewalk. The City recommends a boulevard style sidewalk due to increased safety of
pedestrians. However, geometric limitations may force a sidewalk to be placed along the
edge of a roadway. Sidewalks are typically five feet wide; four feet wide is acceptable for
boulevard style sidewalks. Construction of sidewalks may include relocating smaller shrubs
and trees, sprinkler systems, fences, etc.; these would be relocated as part of the project
cost of the sidewalk.
Local sidewalks are funded 100 percent by the affected residents through Special
Assessments. Sidewalks along collector streets and County roads are funded through the
State Gas-Tax funds.
MAINTENANCE: Local sidewalks are maintained by the property owners. Sidewalks along collector streets
and County roads are maintained by the City of Edina (includes snow removal).
+Boulevard Style
Edge of Road Style4
LOCAL ROADWAY
RECONSTRUCTION FACT SHEET
PROCESS: Reconstruction of local roadways is either "petitioned for" by City of Edina
Residents or is staff initiated.
Process for petitioning:
1 Submit Signed Petition to City Clerk, Clerk forwards to City Council
2. Council refers petition to Engineering Department for Feasibility Study
3. Engineering Department surveys area and prepares costs.
4. Neighborhood Information Meeting is held.
5. Engineering Department completes Feasibility Study.
6. Public Hearing is held - residents notified per State Law.
7. City Council hears proposed project and decides on issue - residents
can speak publicly (on record) regarding project.
8. If City Council orders project:
• Construction documents drafted and publicly bid
• Council Awards Bid
• Construction starts
9. Final Assessment Hearing is held after project completion.
Typical process from start to finish is approximately one to two years.
Staff initiated projects eliminate Steps 1 & 2.
WHAT'S INCLUDED:Staff will analyze the condition of the roadway and City utilities such as water
mains, storm sewers, sump pump discharges, and sanitary sewers within the
area. The condition of existing curb and gutters, if they exist, will also be
analyzed. If a neighborhood does not have curb and gutter a neighborhood
survey will be sent out requesting the property owners' opinion of adding curb
and gutter to the project. Some neighborhoods have requested decorative
streetlights to be included in the feasibility study; staff will pursue streetlights if
directed by the neighborhood.
FUNDING: Local roadway projects are 100% assessed to the property owners within the
neighborhood. This cost includes reconstructing the roadway and improving
or adding curb and gutter. The assessed cost of a roadway project will be
posted to the property taxes of a property and typically have a 10 year
payback period; interest is charged on the unpaid balance through the
payback period.
The cost for utility repairs to the watermain, storm or sanitary sewer system is
funded through the City Utility Fund.
BOTTLENECK
REMOVAL
Rdicir.qf rfficconq€ston.
CifjsqrEa
bofflene sifes
Three lanes going down to two lanes.
Physical restrictions like traffic signals,
steep hills, and freeway-to-freeway
interchanges.
- Areas where traffic must "weave" across
several lanes to get on and off the
highway.
"CAN YOU FIX BOTTLENECKS?"
Some ways that we can improve
bottlenecks are:
.11 Add lanes.
• Modify interchanges.
II Build new interchanges.
Often these changes are minor, but they can
noticeably improve traffic flow.
"WHAT IS A 'BOTTLENECK'?"
We define a 'bottleneck as a spot on the
highway where traffic routinely backs up.
BOTTLENECKS CAN INCLUDE:
"WHY DON'T YOU JUST GET RID OF THESE
BOTTLENECKS?"
Yes, removing bottlenecks is very important.
Everyone experiences them; everyone
dislikes them. But our first priority is to
preserve and maintain our current
transportation system.
Our current infrastructure (bridges, roads,
etc.) is aging, and requires a lot of money to
keep it in good shape. That's taken up most
of our budget in recent years.
In order to speed up bottleneck removal,
we need additional funds.
ENVIRONMENTAL
AND ECONOMIC
COSTS
The effects of bottlenecks are not limited to
traffic delays. When vehicles are stopped in
traffic, they:
ff emit more pollutants,
• operate less efficiently, and
IF use more fuel than if they were traveling at
highway speeds.
Economic costs are harder to see. But our
highways affect business and commerce in
many ways.
LI Real estate values increase when the nearby
highways are good.
1 Mobility on the roads can affect a business'
ability to recruit and retain employees.
:1 Businesses ship commercial freight over our
highways.
The Twin Cities is a commercial and intermodal
hub for the Upper Midwest. Highways form the
backbone of the freight distribution system. This
means that the health of our transportation
system affects the economy of an entire region.
Projected Daily Hours of Delay
on Twin Cities Highway System
400000
350000
300000
250000
200000
150000
100000
50000
0
1990 2000 2010 2020
Traffic projections also show that the annual hours
of delay on Twin Cities highways will nearly double
over the next ten years.
96 97 98
Year
92 93 94 95
-151,...1111".n •
$100,000
$80,000
ci $60,000
a.
g $40,000
$20,000
$0
Right-of-Way Cost Increases
(Example Highway 212)
THE COSTS OF CONGESTION
INCREASING TRAFFIC GROWTH = INCREASING TRAFFIC CONGESTION
Regional growth will increase congestion further. For example, traffic volumes on the I-494/1-694
beltway have increased dramatically over the last 20 years. Between 1988 and 1998:
• 1-494 between 1-394 and
Hennepin County Road 6
went from 48,000 vehicles
per day to 96,000.
1-494 between Hardman Ave.
and Highway 56 (Concord St.)
went from 46,500 to 79,000.
1-694 between Lexington Ave.
and N. Victoria St. went from
58,500 to 95,000.
Traffic projections show even
faster growth rates. This means
dramatic increases in delays at
the bottlenecks and at ramp
meters unless we can make
improvements to the
transportation system.
INACTION IS COSTLY
Improvements become more costly and more
difficult the longer we wait.
II In highly developed areas, costs to buy
adjacent property limit our ability to expand
highways.
LI: The high costs of materials and traffic
control during road construction also add to
costs.
For example, right-of-way costs per acre for
Highway 212 have increased ten times
since 1992.
We can reduce long-term costs and
see increases in safety and mobility
much sooner if we accelerate our
improvement schedule.
SMART GROWTH
We must better coordinate
transportation and land use decisions
for statewide smart growth principles and
improved community "livability."
Investing in systematic bottleneck removal
will support the Mn/DOT goals of:
Eli more efficient use of public services and
infrastructure,
• reduced traffic congestion,
• improved accessibility,
• strengthened urban core,
• reduced energy consumption and air
pollution, and
n! improved mobility for transit, freight,
commuters, and tourists.
Bottleneck removal is an investment that
optimizes our transportation system in a
commercially and an environmentally
sound way.
ECONOMIC RESPONSIBILITIES
"Unless these problems are adequately
addressed, regional accessibility will
deteriorate significantly because of a severely
congested highway system, placing serious
constraints on the movement of people and
goods. This, in turn, 14///1 result in an increase
in the cost of doing business, making it more
difficult for the region to compete with other
economic centers."
Metropolitan Council
Transportation Policy Plan
Mn/DOT will continue its program of systematic bottleneck removal within
the Metro Division.
2 ftiln/E)OT will focus new funding on specific investment philosophies:
I Relieve bottlenecks on the beltway
Improve freeway to freeway movements - -
.7.011-Stipport the economic development of the state by implementing
the principles established through the interregional corridor study
3 Mn/DOT will continue to provide a safe transportation system for its users.
-
MAJOR METRO
BOTTLENECKS
. Do You KNOW.. .
Since 1980, employment in
the Twin Cities metropolitan
area has increased by 47%,
while vehicle miles traveled
has increased by 79%.
The percentage of
congested freeway mileage
during the "rush hours"
doubled between 1990
and 1997.
Traffic volumes on
Minnesota freeways
increase between
3% and 4% each year.
The total economic loss
from 1997 traffic crashes on
Minnesota highways is
$1,500,000,000.
2 Minnesota Department of Transportation 9.1 te Metropolitan Division
1500 W. County Road B-2
Roseville, Minnesota 55113
For More Information
If you have questions about
Mn/DOT Bottleneck Removal Plans
call (651) 582-1000 or via email
bottlenecks@dotstate.mn.us
QUESTIONS AND ANSWERS ABOUT
BOTTLENECK REMOVAL
"These bottlenecks threaten our safety, pol-
lute our air and cost us valuable time with
family and friends,' said Fred Corrigan of the
Minnesota Transportation Alliance...
"The alliance asserts that fixing the
I-35W Crosstown Bottleneck would result in
3,516 fewer crashes, 14 fewer deaths, and
1,725 fewer injuries over 20 years, plus a 58
percent reduction in auto emissions and 64
percent reduction in delays (at this location)."
— Minneapolis Star Tribune,
November 24, 1999
How WILL BOTTLENECK REMOVAL
HELP TO RELIEVE CONGESTION?
Roadway capacity depends on its "capacity
choke point," much like the strength of a chain
is determined by its weakest link. Once the
traffic volumes exceed this capacity, traffic
flow breaks down. Ramps must be metered
for five miles or more before a bottleneck to
maintain smooth flow through the bottleneck.
With bottleneck removal, ramp meter rates
can be greatly relaxed, which reduces wait
times and reduces congestion. It wouldn't
eliminate all congestion, but it would make
remaining congestion more tolerable.
How DID WE END UP WITH BOTTLENECKS
ON OUR SYSTEM?
1) Bottlenecks result from a highway system
that is older than its design life. Traffic
volumes are increasing rapidly but public
investments in the system have not kept
pace.
2) The freeway system is built in stages.
Each stage was built to meet a 20-year
demand. Lanes may be added if
increased traffic is forecast. Our system
will always have some bottlenecks
because it is a work in progress.
WHY HAS THIS ISSUE COME UP NOW?
Governor Jesse Ventura has proposed
dedicating some of the revenues from motor
vehicle sales taxes to a bottleneck removal
program. The Governor's initiative has gone
before the Minnesota State Legislature for
approval. Legislators will review the pros
and cons along with Mn/DOT data and the
feedback from their constituents - including
you. If you have some thoughts on this
issue, now is the time to get involved.
Traffic
Calming
Speed
Control
Measures
Volume
Control
Measures
• Full & Partial Closures
• Diverters
• Median Barriers
• Forced Turn Islands
Active
Speed Control
Measures
Passive
Speed Control
Measures
Vertical
Deflection
Measures
• Speed Humps/Tables
• Raised Crosswalks
• Raised Intersections
• Speed Cushions
Horizontal
Deflection
Measures
• Roundabouts
• Mini Roundabouts
• Chicanes
s• Alternate Side Parking
• Realigned Intersection
• Center Island Medians
•Curb Extensions
• Neckdowns
• Chokers
• Slow Points
• Gateways
• Ped Refuge Islands
• On-Street Parking
• Bicycle Lanes '
.• Narrowed Lanes
• Streetscaping
• Speed Gun wNMS
• Special Signs
• Forced Perspective
• Rumble Strips
• Rumble Stripes
• Color Pavement
• Textured Pavement
• Textured Markings
Constrictions
Table I: The chart above categorizes the different traffic calming measures available for
-volume and speed control.
I FEATURE/TRAFFIC CALMING
different measures according to their dominant
effect. Some of the different traffic calming
measures and their applications are described
below.
• Volume control measures — Full street
dosures are constructed to prevent cut-through
traffic. Barriers, which can consist of land-
scaped islands, walls, gates, or bollards, are
placed across a street to dose it to motorized
extend to the curbs on both sides of street.
Raised intersections, also called raised junc-
tions or plateaus, are flat, raised areas covering
the entire intersection with ramps on all
approaches. These structures are often con-
structed with brick or other textured materials
on the flat section.
• Active Speed Control Measures/Hori-
zontal deflection — The modem roundabout
is a
desigi
gainil
largel
only (
two
moto
ventic
risky,
vers
speed
and,
transl
stop-
Anotl
canes
walk
the st
align]
vehic
strid
are e
inters
roads
short
tiona
of pe
ment
COME
CI
occtn
They
can
lane.
traffic
simil
ing is
ways
•
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Definition:
Textured Pavement
A change in pavement texture (e.g.. asphalt road to brick crossing) that helps to make drivers aware of a change
the driving environment.
Advantages Disadvantages
May be aesthetically pleasing.
May be used to define pedestrian crossing.
• Increased Maintenance.
Evaluation Considerations
q Safety Speed
Reduction
Traffic
Reduction
Fuel
Consumption
Pollution Cost Emergency
Services
Other
IPossible
improvements
Possible No effect No change No effect Low to Medium Possible
Problems ........--
24 'City of Savage Neighborhood Traffic Management Program
Gt ill< di aalc,
• cad. tripmg
Definition:
I .
Highlighting various areas of the road to increase the driver's awareness of certain conditions, (e.g., edge of
road striping to create a narrowing/slowing effect while defining space for cyclists).
dvantages
!I
Disadvantages.
• Inexpensive.
111
May reduce speed.
. Edge treatment increases safety of cyclists and pedestrians.
I
• May not be as effective as other more structured techniques.
livaluation Considerations
safety Speed
Reduction
Traffic
Reduction
Fuel
Consumption
Pollution Cost
Effectiveness
Emergency
Services
Other
Jssible
provement
Possible No
-
No Effect No Effect Low No Effect .
20 I City of Savage Neighborhood Traffic Management Program
PAS1/451 V 1/pzuog4
mition: Mobil radar display advises motorists of their speed.
, antages Disadvantages
irducational tool. .. • Requires periodic enforcement.
'Very good public relations tool. • Effective for limited duration.
Useful especially in school and construction zones where rot speed reduction is important.
• Unit moves frequently which requires personnel.
1
Ia luation Considerations
ir
Speed
Reduction
Traffic
Reduction
Fuel
Consumption
Pollution Cost Emergency
Services
Other Oer
bSible
Invement
Yes
—
No Effect No Change No Effect Low No Effect •
18 'City of Savage Neighborhood Traffic Management Program
eAol vr). i/i/legasu p,t1;
1
ra iton. - orcemen
efinition: Periodic monitoring of speeding and other violations by police.
',vantages Disadvantages
Good temporary public relations tool. • Effect is not permanent.
.1 Serves to inform public that speeding is undesirable ' • Enforcement is an expensive tool.
III behavior for which there are consequences. .
I .
1
I
'valuation Considerations
I Ifety Speed
Reduction
Traffic 1
Reduction
Fuel
Consumption
Pollution Cost
_
Emergency
Services
-
Other
I
liprOvement Depends on
Amount
No Effect No Change No Effect Medium to
High
No Effect ,
I
25 Irity of Savage Neighborhood Traffic Management Program
tiJ diepAco .1_45
1
uca ion
Definition: Activities that inform and seek to modify driver behavior. Techniques include printed information, meetings
and workshop i with staff, interaction with neighbors, signing campaign, enforcement activities, neighborhood
speed watch, school programs, parent outreach, etc.
Advantages Disadvantages
• Can be relatively effective, and relatively inexpensive. • Not likely to be as effective on non-neighborhood traffic.
• Involves and empowers citizens. • May be difficult to measure effectiveness.
• Works well with other mitigation tools. • Can be expensive and or time consuming. '
• May, take time to be effective.
.- • Effectiveness may decrease over time.
. .
I Evaluation Considerations
.
Safety Speed
Reduction
Traffic
Reduction
Fuel
Consumption
Pollution Cost
_
Emergency —Other
Services
Possible
Improvements
Possible
—
NA NA NA Varies No Ellett
-
'
City of Savage Neighborhood Traffic Management Program
10
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I .
I .
'gateway Treatment
Definition:
P-
Treatment to a street that includes a sign. banner, landscaping or other structure that helps to communicate a sense •
of neighborhood identity.
...,
,Advantages e, Disadvantages
I Positive indication of a change in environment from Medal
road to residential street.
• Reduces entry speed. li
Reduces pedestrian crossing distances.
On very wide streets provides space for landscaping the
i median.
Helps give neighborhood a sense of identity.
Allows neighborhood creativity and participation in design.
I
• Maintenance responsibility
valuation Considerations
safety Speed
Reduction
Traffic
Reduction
Fuel
Consumption
Pollution Cost Emergency
Services
Other
I
ossible
provement
Unlikely Mixed
Results
No Change No Effect Medium to
High
Possible
Problems
•
I
12 'City of Savage Neighborhood Traffic Management Program
C9n)s77t4vnon s
410 1.1 • •
a
a
4.4".•
OLE
•
• • •
I.
. :
ii
line Narrowing
fli ) figitiour Street physically.narrowed to expand sidewalks and landscaped areas; possibly adding medians, on street
parking, etc. ( Similar to Neckdowns but used at mid-block).
1
1
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•••nn • ••••n ••• •••••• ow•m• 0•1•11 10•n • ••n •• IMMO .1•01•11. um. •00., •••••
"vantages Disadvantages
Minor inconveniences to drivers.
•ii Minimal inconveniences to local traffic.
Good for. pedestrians due to shorter crossing distance. ,
Provides space for landscaping.
6 Slows traffic without seriously affecting emergency
I response time.
Effective when used in a series,
T Single lane narrowing reduces vehicle speed and through
I traffic.
•
•
•
•
Double lane narrowing not very effective at reducing speeds
or diverting through traffic.
Only partially effective as a visual obstruction.
Unfriendly to cyclists unless designed to accommodate
them.
Conflict between opposing drivers arriving simultaneously
could create problems.
!valuation Considerations
Speed
Reduction
Traffic
Reduction
Fuel
Consumption
Pollution Cost Emergency
Services
Other '
1
Issible
provement
Yes Possible Small
Increase
Small
Increase _High
Medium to i-- No Effec: •
1
14 "City of Savage Neighborhood Traffic Management Program
00A)5-rn-ggreoAl s
1
eckdown(s)
Definition: Physical curb reduction of road width at intersections. Similar to lane narrowing but used at
intersection(s). Widening of street comers at intersections to discourage cut-through traffic and to help define
neighborhoods. (Multiple application shown below.)
avanta ges Disadvantages •
.1 May be aesthetically pleasing, if landscaped. • Unfriendly to cyclists unless designed to accommodate
, Good for pedestrian due to shorter crossing distance: them. .
• Can be used in multiple applications or on a single segment • Landscaping may cause sight line problems.
1 of roadway. • Increased maintenance if landscaped.
I
valuation Considerations
316
,
Speed
Reduction
Traffic
Reduction
Fuel
Consumption
Pollution Cost Emergency
Services
Other
is
ible
rovement
Yes Possible Small .
Increase
Small
Increase
Medium to
High
No Effect .
16
r-r"
It y of Savage Neighborhood Traffic Management Program
• Misio• Im•Il Am. •n • S n ••••
Definition: An island or barrier in the center of a street that serves to segregate traffic.
ii
dvantages Disadvantages
, Provides a refuge -for pedestrians arid cyclists.
•
i
May improve streetscape if landscaped.
IProvides barrier between lanes of traffic.
May produce a limited reduction in vehicle speeds.
11
•
11
.
i
"
.
•
•
May reduce site lines if over landscaped.
Increased maintenance.
'valuation Considerations
lafety Speed
Reduction
Traffic
Reduction
Fuel
Consumption
Pollution Cost Emergency
Services
Other
issible
provement
No Possible
__
No Effect No Effect Varies Possible
Problems 1
!pity of Savage Neighborhood Traffic Management Program 15
antLeZetp. h—e4 t_d tOgs r---tacrzxte
Deviation/Chicanes
Definition: Mainline deviations to deter the path of travel so that the street is not a straight line (by the installation of offset
curb extensitins).
,
Advantages Disadvantages
• Imposes minimal inconveniences to local traffic. • Increases the area of landscaping to be maintained by
• Pedestrians have a reduced crossing distance. residents.
• Provides large area for landscaping. . • Cost is greater than many other devices, therefore better to
• Provides a greater visual obstruction. be installed in conjunction with street reconstruction or
• Cost of device is limited by length. initial design.
• A very effective method of changing the initial impcession
of the street. If done correctly drivers will not be able to see
through. Appears as a road closure yet allows through
movement.
• May create opportunities for head-on conflicts on narrow .
streets.
.
• Accepted by public as speed control device.
• Aesthetically pleasing.
• Reduces speed without significantly impacting emergency
response.
1 Evaluation Considerations
Safety Speed
Reduction
Traffic
Reduction
Fuel
Consumption
Pollution Cost Emergency
Services
Other
Possible .
Improvement
Yes Possible Small
Increase
Small
Increase
Medium to
High
Possible
Problems
•
City of Savage Neighborhood Traffic Management Program 8
,1104.47:5 Pepuocrvae....n
66FL
•
filli : Roundabouts are raised circular areas (similar to medians) placed at intersections. Drivers travel in a counter-
clockwise direction around the circle. Modem roundabouts are "yield upon entry," meaning that cars in the
circle have the right of way and cars entering the circle must wait to do so until the path is clear. When a
roundabout is placed in an intersection, vehicles may not travel in a straight line.
Advantages Disadvantages
Reduces crashes by 50 to 90 percent when compared to
2-way, 4-way stop signs and traffic signals by reducing the
number of conflict points at intersections.
• May be restrictive for larger vehicles if designed to a low
speed. Providing a mountable apron minimizes-this
limitation.
Reduces speed at intersection approach. - • May require additional lighting and signage.
Longer speed reduction influence zones. • If left turns by large vehicles are to be accommodated then
• Provides space for landscaping. right of way may have to be purchased.
Cheaper to maintain than a traffic signal. • Initial safety issues as drivers adjust.
Effective at multi-leg intersections. • May increase volumes on adjacent streets.
• Provides equal access to intersections for all drivers. • Maintenance responsibility if landscaped.
Provides a good environment for cyclists.
Does not restrict movements, but makes them more
difficult. .
"valuation Considerations
iSafety Speed
Reduction
Traffic
Reduction
Fuel
Consumption
Pollution Cost Emergency
Services
Other
.in proved
j Intersection
Yes at Possible No Effect Slight
Increase
High
•
Possible
Problems
*
I
'City of Savage Neighborhood Traffic Management Program
21
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A raised plateau were roads intersect. The plateau is generally 4" above the surrounding surer.
'a dvantages Disadvantages
Slows vehicle in the most critical area and therefore helps to
make conflict avoidance easier.
Highlights intersection. III
Excellent pedestrian safety treatment.
* Aesthetically pleasing if well designed.
li Effective speed reduction, better for emergency vehicles
than speed humps.
•
•
•
Increases difficulty of making a turn.
Increased maintenance.
Requires adequate signage and driver education.
!Evaluation Considerations
mg
afety
,
Speed
Reduction
Traffic
Reduction
Fuel
Consumption
Pollution Cost Emergency
Services
Other
Iossibk Yes Possible Small Increase Small
Increase
Medium to
High
Possible
_Problems
•
.City of Savage Neighborhood Traffic Management Program
•
MIArt egp
13
I Raise rossw.
Definition: A speed hump designed as a pedestrian crossing, generally used at mid-block locations,
I. Advantages Disadvantages
• May create noise, particularly if there are loose items in the
vehicle or trailer.
• May be a problem for emergency vehicles.
• May impact drainage.
• Drivers may speed up between humps.
• May increase volumes on other streets.
• Requires signage that may be considered unsightly.
• Effective speed control at the installation.
• Effective pedestrian amenity.
• May be designed to be aesthetically pleasing.
1
P .
I Evaluation Considerations
Safety Speed
Reduction
Traffic
Reduction
Fuel
Consumption
Pollution Cost
Effectiveness
Emergency
Services
Other
Possible
'Improvement
Yes Possible Small
Increase
Small
Increase
Low to Medium Possible
Problems
19 'City of Savage Neighborhood Traffic Management Program
IIIt,ri cA.44". Oar----cbcPricyd
IOW% ••••
lezt
Mmil
pee fa um s
Definition:
p .
Speed humps are wave-shaped paved humps in the street. The height of the speed hump determines how fast it
may be navigated without =sing discomfort to the driver or damage to the vehicle. Discomfort increases as
speed over the hump increases. Typically speed humps are placed in a series rather than singularly.
dvantages JDisadvantages
1
I .
I I
I
.1
Reduces vehicle speeds in the vicinity of the hump without
increasing crashes. Better if used in a series at 300' to 500'
spacing.
Self enforcing. "
Relatively inexpensive.
May create noise particularly, if there are loose items in the
vehicle or trailer. ,
• If not properly designed, drivers may try to skirt around to
avoid impact.
• May be a problem for emergency vehicles.
• May impact drainage.
• Drivers may speed up between humps.
• May increase volumes on other streets.
• Difficult to properly construct.
Requires signage that may be considered unsightly.
'valuation Considerations
fety Speed
Reduction
Traffic
Reduction
Fuel
Consumption
Pollution Cost Emergency
Services
Other
ssible
provement
Yes Possible Small
Increase
Small
Increase
Low to Medium Possible
Problems
'
22 'City of Savage Neighborhood Traffic Management Program
er• -r)t1c4 ,s.t a*-1 el \
creed urn Barriers 10 werters
Definition: Small traffic islands installed at intersections to channel turning movements.
,
dvantages Disadvantages
111
I
.
i
i Changes driving patterns.
May reduce cut through traffic.
May be attractive if landscaped.
.
•
•
•
•
May increase trip length for some drivers.
Can be aesthetically unattractive if not landscaped.
May increase response times for emergency vehicles.
Maintenance responsibility if landscaped. .
.
S.
'Evaluation Considerations
Speed
Reduction
Traffic
Reduction
Fuel
Consumption
Pollution Cost
Effectiveness
Emergency
Services
Other
Possible
,
Yes Small
Increase
Small
Increase
Low to Medium Possible
problems
'
d
ossible
mprovement
City of Savage Neighborhood Traffic Management Program 11
dr) 44,6 60A)-7-44
Diagonal Road Closures
Definition: A barrier placed diagonally across a four legged intersection, interrupting traffic flow across the intersection.
This type of barrier may be used to create a maze-like effect in a neighborhood.
Advantages Disadvantages
•
Eliminates through traffic.
Provides area for landscaping.
• May inconvenience residents gaining access to their
properties.
• Reduces traffic conflict points. • May inhibit access by emergency vehicles.
• Increases pedestrian safety. • May divert through traffic to other local streets.
• Can include bicycle path connection. • Altered traffic patterns may increase trip length.
- n •••n
I Evaluation Considerations
'
Safety Speed
Reduction
Traffic
Reduction
Fuel
Consumption
Pollution Cost Emergency
Services
Other
..ossible
Improvements
Yes Yes Slight Increase Small
Increase
Medium Possible
Problems
°
Li
City of Savage Neighborhood Traffic Management Program
9
Ait, (..on QTp-0
•••••••• reNAMII ••••••n •••
AIN
INE
Cul-De-Sac
Definition: Street closed to motor vehicles using planters. bollards. or barriers. etc.
Advantages S Disadvantages-
• Eliminates through traffic. • Reduces emergency vehicle access.
• Reduces speed of the remaining vehicles. • Reduces access to properties for residents.
• Improves safety for all the street users. • May be perceived as inconvenience by some neighbors and
• Pedestrian and bike access maintained,
•
an unwarranted restriction by the general public.
May increase trip lengths.
• May increase volumes on other streets.
•
I Evaluation Considerations
'Safety
,
Speed
Reduction
Traffic
Reduction
Fuel
Consumption
,
Pollution Cost
,
Emergency
Services
Other
ossible
!Improvement
Yes Yes Slight Increase
.
No Effect Low to Medium Possible
Problems
.
.
City of Savage Neighborhood Traffic Management Program
1
VA- OM 6 Czoe\s-Tp_ot_.
Traffic Calming Measures Highly
Effective
Effective
—
Slightly
Effective
Uncertain of
Effectiveness
_
Not
Effective
Street width adjustments:
___ 1. _ Street narrowing
2. Choker • X
3. Median island _ X
4. On-street angled parking _ X
5. Protected parking bays X
• ,
Traditional traffic
' control techniques: ,
6. Vehicle restrictions X
7. Turn restrictions X
8. One-way streets X
9. Variable-speed display
board
. X
10. Trumpet island , X ,
11. Marked crosswalks X
12. Stop signs , X
13. Basket weave stop signs .._ X
_
Vertical or horizontal
, realignments:
14. Speed hump or bump X ,
15. , Traffic circle X
16. ,.. Chicane X '
, Route modifications:
17. Street closure (cul-de-sac) X -
18. Diagonal diverter X
19. Semi-diverter X
Perceptual enhancements: .
20. Change in road surface
materials or color
X
21. Streetscape materials or
landscape plantings
X
1
4 Table 4.2
Effectiveness of Traffic Calming Measures on Traffic Volumes
27
Table 4.3
Effectiveness of Traffic Calming Measures on Vehicle Speeds
Traffic Calming Measures Highly
, Effective
Effective
,
Slightly
Effective
Uncertain of
Effectiveness
Not
Effective ,
Street width adjustments: _
1. Street narrowing . X . , •
2. Choker ' X
3. Median island X
4. On-street angled_parking . X - -
5. Protected parldng_bays X
- , T,raditional traffic
control techniques: _ .
6. Vehicle restrictions , - - .
7. Turn restrictions , - X
8. One-way streets . , X
9. Variable-speed display
board -
X
10. Trumpet island . - X ,
11. Marked crosswalks X , _
12. Stop signs X ,
13. Basket weave stop signs _. X _
,4
Vertical or horizontal
realignments: , -
14. Speed hump or bump X
15. Traffic circle X ,
16. Chicane , X ,
Route modifications: %-=, _
17. Street closure (cul-de-sac) _ X
18. Diagonal diverter X
19. Semi-diverter X
Perceptual enhancements:
20. Change in road surface
materials or color
X
21. Streetscape materials or
landscape plantin_gs
X
28
I. Table 4.4
Effectiveness of Traffic Calming Measures for Enhancing Perceived Street Environment
Traffic Calming Measures Highly
Effective
Effective Slightly
Effective
Uncertain of
Effectiveness
Not
Effective
Street width adjustments: .
1. Street narrowing X ,
2. Choker ' X .
3. Median island X
4. On-street angled parking X
5. Protected parking bays X _
Traditional traffic
control techniques: '
6. Vehicle restrictions X
7. Turn restrictions X .
8. One-way streets X
9. Variable-speed display
board .
X
10. Trumpet island X
11. Marked crosswalks X
12. Stop signs , X
13. Basket weave stop signs X
Vertical or horizontal
realignments:
14. Speed hump or bump , X
15. Traffic circle X
16. Chicane S X
Route modifications: •
17. Street closure (cul-de-sac) X ,
18. Diagonal diverter X
19. Semi-diverter X
Perceptual enhancements: ,
20. Change in road surface
materials or color
X
•
21. Streetscape materials or
landscape plantings
X
1
ii
29
Table 4.5
Effectiveness of Traffic Calming Measures To Improve Street Safety
Traffic Calming Measures Highly
Effective
Effective Slightly
Effective ,
Uncertain of
Effectiveness
Not
Effective
Street width adjustments:
. Street narrowing X
2. Choker X
3. Median island X
4. On-street angled parking X
5. Protected parking bays X ,
Traditional traffic
control techniques:
6. Vehicle restrictions X
7. Turn restrictions X
8. One-way streets . X - 9. Variable-speed display
board _
X
10. Trumpet island X
11. Marked crosswalks X
12. Stop signs X
13. , Basket weave stop signs X , ,
Vertical or horizontal
realignments: ,
14. Speed hump or bump X
15. Traffic circle X ,
16. Chicane X ..
.
Route modifications:
17. Street closure (cul-de=sac) X
• 18. Diagonal diverter X _
19. Semi-diverter X
,
Perceptual enhancements:
20. Change in road surface
materials or color _
X'
21. Streetscape materials or X
landscape plantings
•
30
ACCIDENT STATISTICS COMPARSION
CITY OF EDINA
2002-2003
LOCATIONS #Accidents-2003 #Accidents-2002 LOCATIONS #Accidents-2003 #Accidents-2002
FRANCE AVE 0.; il 5 '`.- tv.694 ) 109 142 WEST 69ST 2 11
WEST 70ST 28 26 BENTON AVE 2 5
HVVY 82 23 10 MCCAULEY TL 2 2
YORK AVE 23 37 WEST 44ST 2 1
VERNON AVE 23 21 WEST 60ST 2 0
HVVY 100 20 26 WEST 65ST 2 1
VALLEY VIEW RD 20 13 WILRYAN 2 0
WEST 66ST 18 12 HALIFAX 2 1
PRIVATE PROPERTIES 15 20 HILARY LANE 2 0
WEST 50ST 14 15 WOODDALE 1 7
WEST 77ST 9 3 ANTRIM 1 2
XERXES AVE 9 13 EDINBOROUGH WAY 0 2
INTERLACHEN BLVD 8 11 GRANGE 0 2
HVVY 169 6 2 LINCOLN 1 2
WEST 76ST 6 7 LONDONDERRY 0 2
HAZELTON 5 5 MORNINGSIDE RD 0 2
_
PARKLAWN AVE 5 5 EDEN 0 7
TRACY AVE 5 5 UNKNOWN 0 5
BLAKE RD 4 3 Other locations with one accident 38 23
EDINA INDUSTRIAL BLVD 4 7 TOTALS 430 481
NORMANDALE 4
GLEASON 4 11
CAHILL 3 2
WEST 78ST 3 4
METRO BLVD 3 1
ACCIDENTS 2003
CITY OF EDINA
LOCATIONS OF ACCIDENTS
LOCATION NUMBER OF ACCIDENTS PERCENTAGE OF TOTAL
FRANCE AVE 109 25.30%
WEST 70st 28 6.51%
HIGHWAY 62 23 5.34%
YORK AVE 23 5.34%
VERNON AVE 23 5.34%
HIGHWAY 100 20 4.65%
VALLEY VIEW RD. 20 4.65%
WEST 66st 18 4.18%
PRIVATE PROPERTIES 15 3.48%
WEST 50st 14 3.25%
WEST 77st 9 2%
XERXES AVE 9 2%
INTERLACHEN BLVD 8 1.86%
HIGHWAY 169 6 1.39%
WEST 76st 6 1.39%
HAZELTON 5 1.18%
PARKLAWN AVE 5 1.16%
TRACY AVE 5 1.16%
BLAKE RD 4 0.93%
EDINA INDUSTRIAL BLVD 4 0.93%
NORMANDALE 4 0.93%
GLEASON 4 0.93%
CAHILL 3 0.69%
METRO BLVD 3 0.69%
WEST 78st 3 0.69%
WEST 44st 2 0.46% _
WEST 60st 2 0.48%
WEST 65st 2 0.46%
WEST 69st 2 0.46%
WILRYAN 2 0.46%
BENTON AVE 2 0.46%
HALIFAX 2 0.46%
HILARY LANE 2 0.46%
MCCAULEY TRL 2 0.46%
41 OTHER STREETS 41-1 9.53%
TOTALS 430 99.62%
ACCIDENT STATISTICS COMPARS1ON
CITY OF EDINA
2002-2003
MONTH #Accidents 2003 #Accidents 2002 #Pedestrians-2003 #Pedestrians-2002 #Bikes-2003 #Bikes-2002
JANUARY 38 37 0 1 0 0
FEBRUARY 29 37 1 0 0 0
MARCH 32 49 *.i 2 0 0
APRIL 18 42 1 0 0 0
MAY 33 48 0 1 1 0
JUNE 41 38 0 2 1 0
JULY 44 39 0 0 2 1
AUGUST 28 39 2 0 1 3
SEPTEMBER 37 35 2 *1 0 1
OCTOBER 36 46 0 1 0 0
NOVEMBER 40 34 0 1 0 0
DECEMBER 54 37 0 2 . 0 0
TOTAL 430 481 7 11 5 5
*Fatal *Fatal
ACCIDENT STATISTICS COMPARSION
CITY OF EDINA
2002-2003
DAY OF WEEK #Accidents-2003 #Accidents-2002 WEATHER CONDITIONS #Accidents-2003 #Accidents-2002
SUNDAY 48 34 CLEAR 251 254
MONDAY 57 63 CLOUDY 97 135
TUESDAY 78 83 RAIN 33 25
WEDNESDAY 66 81 SNOW 40 29
THURSDAY 67 96 ICE-SLEET 6 5
FRIDAY 66 71 UNKNOWN 3 33
SATURDAY 47 53
UNK. 1 TOTAL 430 481
TOTAL 430 481
ACCIDENT STATISTICS COMPARISION
CITY OF EDINA
2002-2003
MONTH #Vehicles involved 2003 #Vehicles involved 2002 #Injuries - 2003 #Injuries -2002 TIME OF DAY #Accidents-2003 #Accidents-2002
JANUARY 65 64 9 11 1200AM 3 4
FEBRUARY 51 77 8 15 100AM 2 8
MARCH 56 84 15* 11 200AM 2 2
APRIL 37 94 2 13 300AM 0 0
MAY 62 89 11 17* 400AM 0 1
JUNE 92 71 16 12 500AM 2 0
JULY 82 85 23 12 600AM 12 3
AUGUST 51 71 12 18 700AM 19 13
SEPTEMBER 75 66 19 11* 800AM 26 34
OCTOBER 72 89 8 14 900AM 20 21
NOVEMBER 75 63 7 13 1000AM 20 19
DECEMBER 106 73 9 20 1100AM 27 31
_
1200PM 33 46
TOTAL 824 926 124* 139* 100PM 33 36
rEST.$824,000-damages+] JEST.$926,000-damages+] *Includes 1 *Includes 2 200PM 22 36
Fatal Fatals 300PM 50 54
400PM 45 46
500PM 47 48
600PM 24 19
700PM 12 15
800PM 9 16
900PM 11 12
1000PM 2 6
1100PM 6 5
UNKNOWN 3 6
TOTALS 430 481
ACCIDENT STATISTICS COMPARSION
CITY OF EDINA
2002-2003
TYPE OF ACCIDENT *Accidents-2003 *Accidents-2002 *ACCIDENT FACTORS *Times IMed-2003 *Times listed-2002
REAR END 139 150 INATTENTION 197 196
RIGHT ANGLE 128 167 FAILURE TO YIELD 123 166
RAN OFF ROAD - RIGHT SIDE 35 56 SPEED 93 102
LEFT TURN 31 39 FOLLOWING TOO CLOSE 56 44
SIDESWIPE - SAME DIRECTION 26 17 DISREGARD TRAFFIC CONTROL DEVICE 40 31
RAN OFF ROAD - LEFT SIDE 18 *unk. DRIVER INEXPERIENCE 20 4
HEAD ON 14 6 IMPROPER LANE USE 17 12.
RIGHT TURN 6 *unk. VISION PROBLEMS 13 2
SIDESWIPE - OPPOSING 6 8 IMPROPER TURNS 12 14
*BACKING* 0 4 CHEMICAL IMPAIRMENT 11 12
OTHER 18 9 HUMAN FACTOR 11 7
PRIVATE PROPERTY 0 20 SKIDDING 11
UNKNOWN 5 5 OTHER FACTOR 10 1
_
NA 4 0 IMPROPER PASSING 9 4
OVER CORRECTING 8
*No longer listed as accident type UNKNOWN 8 22
for 2003 reporting. WEATHER 6 3
Classification for accident types IMPROPER PARK/STOP/START 6 2
was changed somewhat for 2003 _ DRIVING LEFT OF CENTER 5
UNSAFE BACKING 5 4
NON-MOTORIST VIOL/ERROR 4 3
HIT & RUN 3 5
CAR PHONE 2 1
DEFECTIVE BRAKES 2 2
DEFECTIVE TIRES 2
BIKE VIOLATION 1 1
IMPEDING TRAFFIC 1
*There were also some changes for _
_factor classifications for 2003
J
1
Edina Transportation Commission, Jean White
Notes and Recommendations, April 22Z004
The Edina Transportation Commission mission includes the following elements:
• Address the Task Force findings and make recommendations to the City Council.
• Define the process for residents' to voice concerns about traffic concerns.
• Establish criteria to address transportation related issues as they arise.
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these three elements focus on finding traffic solutions that are compatible with Edina's
20/20 vision of livability for its residents while moving people and goods efficiently
throughout Edina. It is hoped that by taking the following actions that the findings
address whether traffic problems are actually problems or only perceptions.
When addressing solutions for traffic congestion, the TC must have an established
process in place in order to implement a plan. Does the plan actually reduce overall
traffic congestion or does it just transfer traffic from one area to another area? Any
recommendations that the TC makes should address the "balloon effect" principle that
describes traffic congestion. That is, just moving congestion from one bottleneck to
another bottleneck.
The TC must have adequate data in the following areas to judge if the solutions are
realistic.
Funding
• TC recognizes all sources of funding from federal, state, county, local levels of
government and asks lobby groups that the city affiliates with to advocate for
more funds for transportation.
• TC should endorse establishment of dedicated sources of funding for mass transit.
• TC supports a countywide sales tax to eliminate bottlenecks found in our regional
roadways.
Education So that Edina residents understand the transportation system, the TC should
work with the City to inform residents using the following methods:
• Quarterly updates about current traffic and transportation issues in About Town
• Update City website on current construction projects.
• Hold forums on the new Channel 16 that seek to inform and engage residents on
transportation system issues
Task Force findings
• Establish a Pilot Study to study traffic devices and methods that calm traffic.
• The TC and staff can find a variety of traffic calming devices and methods to
study, learn about their advantages and disadvantages, their costs.
• The TC should recommend a Task Force Areas implement a Pilot Study that
demonstrates the effectiveness of the devices and methods.
•
•
• The TC should recommend a citizens traffic monitor program that studies speed,
volume, safety and access.
• Upon completion of a Pilot Study, the TC can advise the City Council on the
process to engage resident's reactions to the findings of the Pilot Study.
PefZei*L.t. NS. re4i2
Traffic Enforcement
• Dedicate more resources to enforcement of existing traffic laws on Edina's
streets.
• Consider lowering speed requirements on local streets.
• Present information to Edina residents about traffic laws as it relates to operating
a vehicle, using sidewalks and riding bicycles.
Vehicles
• Carpooling — encourage Edina employers to offer priority parking to their
employees who carpool.
• Staggered working hours to utilize more efficiently our regional road system.
• Ask employers to provide a staff person whom Edina can contact about traffic
problems near their office.
Mass Transit
• Recommend to the City Council to negotiate with authorities from Metro Transit
and Southwest Transit to expand and develop mass transit opportunities along
Edina's main arterials streets.
• Support a study of the feasibility of a proposed trolley for the Pentagon Office
Park area.
• Evaluate city ordinances that establish a minimum number of parking spaces for
any new building or rezoning situations. Investigate proper rights of ways and
pick-up/drop-off areas for mass transit.
Bicycles
• Hire a consultant to recommend the best way establish a bicycle transportation
system that connects Three Rivers Bicycle Plan to Edina's streets.
• Endorse city staff to work with Hennepin County's bicycle supervisor to
establish a realistic bicycle route within the France Avenue corridor.
• Procure adequate and safe bicycle parking facilities near entrances to shopping
centers, recreational facilities, schools, churches and businesses.
Pedestrians
• Endorse finding to complete sidewalks on both side of the street for Edina's
collector streets and main arterials.
• Add pedestrian crosswalks along arterial streets.
• Partner with Edina School district and Edina private schools to establish safe
routes to school plan that promotes safe walking to school.
• Evaluate Edina's sidewalk petition system with respect to cost/benefits for the
community in general versus special neighborhood interests.
2
Land Use and Zoning
• Support future land use within Edina that complements mass transit, pedestrian
and bicycle and carpooling opportunities.
• Review existing zoning requirements with respect to parking and other land uses
that conflict with or discourage use of mass transit, bicycles, sidewalks and
carpools.
• Review Edina's zoning ordinances pertaining to automobiles and parking.
• TC must have input for revision of Comprehensive Plan in 2008.
re-( eAP—ceck TS.f
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EDINA TRANSPORTATION COMMISSION
Observations and Comments of Joni Kelly Bennett
April 22, 2004
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1. Although the Edina City Council recognizes a cause and effect relationship between
regional congestion and local traffic issues (the ordinance creating the Transportation
Commission states that "congestion on the regional roadway system and the failure of
that system to accommodate the continued growth in traffic volumes has created and
exacerbated traffic volumes, speed and congestion on local streets . . ."), it has directed
the Commission to address local traffic issues (Ordinance No. 2003-9, new Section 1225,
Section 1225.02 Purpose and Duties).
2. Even when narrowed to local issues, the list of possible topics is long and complicated,
including: functional street classification (Section 1225.02 Subsection A.), traffic
volumes and congestion, enhancement of mass transit opportunities (regional-but
assigned in Section 1225.02 Subsection B.), traffic calming and other speed and volume
mitigation.
3. To adequately address these topics, the Commission needs more specific, more relevant,
and more complete information from the City. For example, information about the
Minnesota Transportation Alliance and Association of Metropolitan Municipalities is
interesting, but not relevant to the work the Commission has been assigned (see 1.
above). The Commission has been given a schedule of City capital improvements, but
not descriptions of the work those improvement projects will entail, or a list or
descriptions of projects in the planning stages. The information brought to the
Commission about traffic calming in other cities is relevant and specific, but incomplete.
4. Independent research by Commission members can supplement information provided by
the City. However, sources vary in their quality, usefulness, and conclusions. I have
spent the last 24 hours researching traffic calming strategies, and I now have more
questions than I did when I started. Just one example: a study demonstrating that speed
humps in residential neighborhoods reduce child pedestrian injuries by up to 60% has just
been published in the American Journal of Public Health (April 2004, vol. 94, issue 4, p.
646). An earlier study published by the Institute of Urban and Regional Development at
the University of California-Berkeley in 1998 found that speed humps do force drivers to
slow down. However, The City of Berkeley has not installed a new speed hump since
1994. Berkeley relies on more aesthetic, more expensive, traffic circles instead, citing
the predominance of pedestrian accidents at intersections rather than mid-block where
speed humps are meant to be used. In other communities, claims of increased response
time by emergency responders and fire departments have served as the basis for
moratoria on the construction of new speed humps and the removal of existing ones.
5. The Commission needs factill data and studies on traffic calming. An article in Civil
Engineering (New York, January 2000, vol. 70, issue 1, p. 46) refers to a report published
(4) by the Institute of Transportation Engineers of Washington, D.C., titled: "Traffic
Calming: State of the Practice". Its author is Reid Ewing, a transportation and urban
planning research professor at Rutgers University and the research director of the Surface
Transportation Policy Project in Washington, D.C. The article is said to summarize the
&hpsc st-,e,c,
results of a number of studies that show the speed, volume, and safety effectiveness of
several traffic-calming measures, and to classify traffic-calming measures by the
characteristic affected most—speed or volume. The article would appear to be a very
good starting point for discussions about traffic calming strategies.
6. The Commission needs factual data on driver behavior in Edina. The police department
should have compilations of data on speeding "hot spots", locations of frequent DWI
arrests, accident and moving violations involving teenaged drivers, as well as recent
traffic counts and speed or other traffic surveys. That datasl—CO-a-di help the Commission
narrow its focus.
7. The Commission needs factual data on use of mass transit by Edina residents and by
residents of other communities who would otherwise commute through Edina. One of
the Commission's tasks will be to recommend location of Park and Ride facilities, and
another will be response to the prospect of a commuter rail line. Data on mass transit use
is essential to discussion of either of these or other transit-related topics.
8. After it is better informed, the Commission needs to start work on recommendations that
will improve transportation and traffic for the City as a whole rather than a specific
neighborhood. Focus on a particular neighborhood repeated times has created an
impression of favoritism at City Hall and divided neighborhoods within the City. Initial
recommendations should seek to improve conditions throughout the City (the ITE report
should help the Commission choose strategies to recommend). Both Les Wanniger's
sidewalk proposal and Warren Plante's recommendations to lower speed limits and
increase police enforcement on residential streets would have citywide impact.
9. The Commission needs to think creatively about potential solutions. In addition to the
traffic calming strategies of traffic humps, traffic circles, cul-de-sac, chokers, center
islands, coordinated stop signs, and chicanes, I encountered discussions of speed limit e reduction (Anchorage, Alaska—city ordinance allows city traffic engineer upon resident L c c
petition to lower the speed limit from 25 to 15 miles per hour on any street less that 600 Ls, A
feet long), speed display signs, citizen radar programs, improvements to arterial streets,/
graduated drivers' drivers' licenses for teenaged drivers, lower blood alcohol limits for teenagers ;
driving drunk, a mobile speed hump/pace car program, and increased, consistent police
enforcement of traffic laws and speed limits.
10. The Commission needs to develop a process for getting information to and from Edina
residents. Commission members' names and contact information should appear on the
City web site (as of last week, no mention of the Commission appeared). Contact should
be established between the Commission and Edina's neighborhood associations. At least
one initial open forum should be held, with citizen statements limited to three minutes or
less, for the gathering of general information from the community. Later meetings can be
scheduled when the Commission discusses issues relating to a particular neighborhood or
area of town. Warren Plante's recommendation of a citizen's guide to transportation
issues is an excellent idea. The guide could include contact information for City Hall and
the Commission.
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Edina Transportation Commission
Les Wanninger, 4/22/2004
Policies
The ETC is representative of the citizens of Edina, appointed by the Edina Council to
make recommendations to the Council.
'All meetings are conducted in public, consistent with the MN Open Meeting Law.
'The primary purpose of ETC meetings is for the ETC members to jointly discuss and
consider issues and proposed solutions.
'Given the public representative status of the ETC membership, it is assumed the
individual members provide broad citizen perspective on issues and potential solutions.
'Edina City Staff are a primary resource to the ETC to provide information on issues
and suggest and critique options for solutions.
'Public hearings on specific issues and proposed solutions will only be conducted after
recommendations to the Edina Council. This is to avoid generating public controversy
on issues and solutions the Council may not choose to pursue.
*The ETC will, following votes on individual recommendations to the Council, conduct a
follow-up vote for unanimous consent. This can be particularly important on
controversial votes, because it represents the ETC to the public as having considered
and then come to consensus agreement on issues and solutions.
tjk OA: V' OP\ -65i\ Vv‘. 4 V-1
Procedures
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*The ETC should, as its first priority, study the several key issues identified in the
Citizens Task Force, determine for each issue whether solutions should be considered
or not, study a range of possible solutions, and then make recommendations to the
Edina Council. Public hearings would follow if requested by the Council.
j ,((1, (\r'/n C1/4- 10_01 uA,A...
*The ETC should form sub-committees to do some of the preliminary work on each
issue, after which the entire ETC will prioritize the issues for further study and begin
considering solution options.
'Individual ETC members may also raise issues to be considered by the ETC.
*The ETC should develop a long range projection of transportation and transportation-
related concerns in Edina including safety, quality of life and funding. Modes to be
included are walking (sidewalks), biking, local automobile traffic, traffic through Edina on
local streets, traffic essentially bypassing Edina via the Highway system, and public bus
transportation. This projection should begin with the current status and use a range of
projections of traffic growth and incorporate planned changes to capacity and design.
This projection should be discussed with the Edina Council prior to publication, because
its first purpose is as a planning document for the council.
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Edina Transportation Commission, Waren Plante
Notes and Recommendations, April 21, 2004
Transportation Commission (TC) Duties
• Evaluate current problems and causes of Edina's traffic problems.
• Advise city Council (CC) on transportation concerns with an emphasis on traffic volume,
congestion, functional classifications and laws.
• Review plans to enhance mass transit opportunities.
• Evaluate methods and technology for mitigating traffic problems such as volume, speed
and commercial activities.
• Review findings of the local traffic task force.
Short-Term Recommendations
• Recommendations from the TC to the CC should be balanced and feasible for the near
term. They should be equitable and benefit all citizenugh examination of traffic
volume, congestion, and behavior. Respect for all neighborhoods is important.
• Review, evaluate, and recommend changes within Edina's boundaries regarding speed
limits for all streets, needed semaphores/signs, and enforcement.
• Develop and recommend a comprehensive information program regarding transportation
issues for all constituents.
• Review, evaluate and recommend clisTages in functional classification of streets.
• Review findings of the local traffic task force and support their findings where
appropriate.
• Develop a written understanding for all constituents regarding transportation issues over
which the City has control
• Develop and recommend a comprehensive environmental impact statement relating to
transportation issues.
Long-Term Recommendations
• Identify key issues that will adversely impact traffic congestion and safety over time.
• Continuously evaluate mass transit opportunities for Edina that will not disrupt the
environment.
• Strongly encourage the CC to approve a special bonding referendum to improve streets,
lights, add additional traffic officers and technology.
• Develop a stronger relationship with communities on Edina's southern and western
boundaries. Both residential and commercial development in Eden Prairie and
Bloomington have seriously impacted and compromised Edina's well-being as a
community.
• Continually evaluate technological innovations and make recommendations for
implementation to the CC.
• Encourage neighborhood safety patrols to foster citizen involvement.
Ron Erhardt
State Representative
District 41A
Hennepin County
Minnesota
House of
Representatives
CHAIR, TRANSPORTATION POLICY
COMMITTEES: TAXES; TRANSPORTATION FINANCE; WAYS AND MEANS
Warren and Beverly Plante April 2004
6804 Wooddale Ave. S
Edina, MN 55435
Dear Warren and Beverly:
Thank you for completing and returning my 2004 Session Questionnaire and for your additional comments. I appreciate your
interest in state government. The results of the survey are below. Once again, thank you.
2004 SESSION QUESTIONNAIRE RESULTS
VOTER RESPONSE
1. Once again, it appears that the State of Minnesota will be facing a budget shortfall. To make up
the deficit, should lawmakers:
A. Cut state spending 36%
B. Raise taxes 19%
C. Utilize a combination of spending cuts and tax increases 41%
D. Other 4%
2. If you support raising taxes to balance the budget, which tax would you prefer be raised:
A. Property taxes 7%
B. Income taxes 36%
C Sales tax 35%
D. Other 22%
3. Over the next 20 years, the Minnesota Depat talent of Transportation estimates it will need $15 billion in
new money just to stay even with the congestion problem in the metro area. To solve this congestion
problem, should the Legislature:
A. Raise the gas tax 55%
B. Increase license tab fees 18%
C. Other 27%
4. 2004 is a bonding year at the Capitol, which means that the state will bond (i.e. borrow) money to pay
for state projects. What projects should be the focus of this year's bonding bill?
A Roads. 53%
B. Government buildings (i.e. University of MN and MnSCU buildings, state buildings) 12%
C Local community projects (i.e. community. centers, libraries, schools, museums) 19%
D. Environmental projects (i.e. trails, parks) 8%
E. Arts and entertainment projects (i.e. Minnesota Zoo, sports stadiums) 8%
5. What do you believe is the best solution to traffic congestion in the southwest metro area?
A. More highway capacity 20%
B. More transit options 28%
C. Both more highway capacity and transit options 44%
D. Other 8%
6. Would you support a state-run casino?
A. Yes 48%
B. No 52%
7. Do you support the use of toll roads as a means of financing Minnesota's road construction needs?
A. Yes 51%
B. No 49%
4214 Sunnyside Road, Edina, Minnesota 55424
State Office Building, 100 Rev Dr Martin Luther King Jr Blvd, St. Paul, Minnesota 55155-1298
FAX: (651) 296-4307 TTY: (651) 296-9896 Email: rep.ron.erhardt@house.mn
t°4
(952) 927-9437
(651) 296-4363
(1)
Transportation Commission
Mission Statement:
The Edina Transportation Commission (ETC) researches, evaluates, and
makes recommendations to the Edina City Council regarding
transportation issues affecting the City of Edina. The ETC operates under
certain premises set by the Council. First, the creation and operation of a
street and transportation system is an integral part of the long-term vision
for the city. Secondly, the conditions of the regional roadway system
have created and exacerbated traffic volumes, speed and congestion
on local streets; that such volumes, speed and congestion are adversely
affecting the quality of life of the City's residents; that businesses are
adversely affected; and that improving the local transportation system is
consistent with the Comprehensive Plan and Strategic Plans of the City.
(Excerpts taken from Section 1225: Transportation Commission, 1225.01:
Policy and Establishment)
Vision:
Edina will be the preeminent place of safe and livable neighborhoods,
beautified pedestrian- and bicycle-friendly streets and areas, with a street
system that will accommodate the efficient movement of people and
goods throughout the city.
My documents:word
(2)
Objectives (These tie into 2020 Vision):
1 Promote safe, livable, strong residential neighborhoods.
ISSUES: ,Neighborhoods are adversely affected by traffic leaving
the regional highway system.
+Absence of sidewalks and bicycle paths decreases leisurely
outings, and increases car usage.
STRATEGY:
ODetermine options to reduce non-local cut-through traffic
coming from the regional system in cooperation with county
and state efforts.
OUtilize a process for neighborhoods to request and
implement traffic improvements. (Refer to City of Savage
info.)
()Utilize standardized criteria on traffic counts and speeds to
evaluate transportation improvement requests.
°Utilize a traffic-calming toolbox when appropriate.
Oldentify locations for bike paths and sidewalks within the city.
2. Promote ways to accommodate the efficient movement of people
and goods in and around Edina.
ISSUES: +The shrinking capacity of the regional roadway systems forces
traffic onto Edina city streets.
+Congestion on the highway system will increase in the years
ahead with freeway reconstruction projects magnifying the
problem.
STRATEGY:
ORecommend viable public transit modalities.
()Recommend a local transportation plan to mitigate effects
of cut-through traffic.
(3)
GOALS AND ACTION PLAN:
• Approve/amend mission and vision statement, objectives, and goals.
• Develop a priority list from objectives.
GOALS/PLAN:
1. Research and identify how the ETC can interface with County and City
efforts to facilitate the reduction of cut-through traffic coming off the
regional system.
2. Review and redefine Local Traffic Task Force recommendations.
3. Develop a process that neighborhoods can use to request and
implement traffic improvements. (See City of Savage info attached.)
4. Develop traffic counts and speed criteria for the standardized
evaluation of viability of traffic improvement requests.
5. Blend the above #4 and #5 to develop an internal review process for
the ETC to follow when a request is made.
6. Develop a traffic calming tool box to be utilized when appropriate.
7. Identify/recommend an increase and/or addition of bike paths and
sidewalks within the city.
8. Research and identify those public transit avenues the ETC may
influence, and make recommendations to the Council based upon
advantageous findings.
9. Address the functional classification of streets and make appropriate
recommendations.
Traffic Safety Committee Page 1 of 2
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The Traffic Safety Committee reviews and makes recommendations on traffic
issues affecting the city of Savage. Issues discussed include requests for
improvements from the community, City staff and City Council. The Committee
is made up of representatives from the City's Administration, Police, Public
Works, Planning, and Engineering departments. The Committee meets each
Wednesday at 9:30 a.m.
The following is a description of the process the Committee uses to handle
requests for traffic improvements.
Step 1: Initial Request
Any interested citizen, neighborhood group or business owner who feels there
is a traffic problem in their neighborhood or on their street must submit their
concerns in writing to the Traffic Safety Committee (TSC). The TSC will briefly
review the request and determine whether the traffic concerns are valid for
further exploration.
CITY GOVERNMENT
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In the case of requests for advisory signs, the Committee will consult City policy
and either approve or deny the request. This will be followed by a letter
informing the requestor of the action.
In the case of requests for regulatory signs, the Committee will consult City
policy and may require the completion of a petition to validate the requestor's
concerns.
All other improvement requests requiring considerable data collection must be
substantiated by a petition circulated within the requestor's neighborhood. Those
requesting the improvement will be sent a letter explaining this process, along
with the petition form and a map outlining the petition area.
Step 2: Application/Petition Process
Petitions must be signed by more than 50 percent of the households or
businesses in the petition area. The completed petition shall be returned to the
TSC for further review. The neighborhood must appoint a contact person to
serve as the liaison to the TSC.
Back to Tog
Upon the City's receipt of the completed petition, the request will be placed on
the TSC agenda to be discussed in length. The Committee will evaluate the
concern, discuss potential Neighborhood Traffic Management devices for
solving the issue, and determine the studies and observations necessary in
proving a problem exists.
Step 3: Data Collection
The TSC will gather all necessary information regarding the concerns of the
http://vvww.ci.savage.mn.us/traffic_safety.html 3/24/2004
Traffic Safety Committee Page 2 of 2
n Rack to Tsai?
applicant, such as location, description and geometrics of affected streets, traffic
counts and traffic speeds, accident history, pedestrian and bicycle activity,
surrounding land use, signage, presence of sidewalks and any other relevant
information.
If the data fails to verify that a problem exists, a letter will be sent to the
neighborhood contact to inform them that their request has been denied.
If the data confirms that improvements are necessary, a neighborhood
workshop will be scheduled.
Step 4: Neighborhood Workshop
The purpose of the neighborhood workshop is to review the results of the data
collection and to present the Neighborhood Traffic Management Program
(NTMP) alternatives that would best address the concerns. The TSC and
neighborhood should try to reach consensus on the type of device(s) to utilize.
The estimated cost of the various alternatives should be presented at this
meeting along with funding sources.
In certain cases, the neighborhood may have to fund all or part of the
improvements.
Step 5: Presentation to City Council
Upon determination of the NTMP device recommended, it will be presented to
City Council. The City Council will conduct a public hearing, in accordance with
MS429, to determine whether to implement the project or not. At this hearing,
the estimated cost of the project and any proposed special assessments will be
presented.
At the conclusion of the hearing, the Council will decide whether to order the
project.
Step 6: Project Design and Implementation
The NTMP device(s) will be designed and installed. The TSC may decide to
install certain devices for a test period while others may be installed as
permanent. The test period projects will be monitored and evaluated for
effectiveness for a predetermined length of time on a case-by-case basis. Once
in place, the City is responsible for maintaining the NTMP devices.
Step 7: Monitoring
Upon installation of the device, the TSC may continue to monitor and evaluate
the effectiveness of the device. A follow-up questionnaire may be done to
determine neighborhood acceptance of the device.
Requests for traffic safety improvements may be submitted in writing to Jason
Wedel, City Engineer, City of Savage, 6000 McColl Drive, Savage, Minn. 55378.
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The City of Savage I 6000 McColl Drive I Savage, MN 55378-2464
Phone: 952.882.2660 I Email the City of Savage
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EDINA ORDINANCE NO. 2003 -9
An Ordinance Amending the City Code
By Adding a New Section 1225 -
Transportation Commission
THE CITY COUNCIL OF THE CITY OF EDINA ORDAINS:
Section 1. The City Code is hereby amended by adding a new Section 1225 as follows:
"Section 1225 -Transportation Commission
1225.01 Policy and Establishment. The Council finds that the creation and
operation of a street and transportation system is an integral part of the long-
term vision for the City. The Council also fmds that congestion on the
regional roadway system and the failure of that system to accommodate the
continued growth in traffic volumes has created and exacerbated traffic
volumes, speed and congestion on local streets; that such volumes, speed
and congestion are adversely affecting the quality of life of the City's
residents; that businesses located in the City are adversely affected by the
inadequacy of the regional system to move people and goods; and that
improving the local transportation system is consistent with the
Comprehensive Plan and strategic plans of the City. Therefore, the Council
hereby establishes the Transportation Commission (the "Commission").
1225.02 Purpose and Duties. The Commission shall:
A. Advise the Council on matters relating to the operation of the local street
system with respect to traffic volumes, congestion, and functional
classification, but not maintenance activities, 'of the City.
B. Review and comment on plans to enhance mass transit opportunities in
the City.
C. Review the findings of the Local Traffic Task Force and offer
recommendations for implementation.
D. Evaluate methods for traffic calming and other speed and volume
mitigation measures and recommend their implementation where
appropriate.
1225.03 Membership. The Commission shall consist of seven members appointed
by the Mayor with the consent of the majority of the Council. The Mayor
shall endeavor to appoint members such that the Commission is reflective of
the different geographic areas of the City. One member of the Commission
shall also be a member of the Planning Commission. One member of the
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1
City Clerk Mayor ikabod 11) Attest
Commission may be a high school student. Members shall serve until a
successor has been appointed. All members of the Commission shall be
residents of the City and shall be appointed for a term of three years except
the student member shall be appointed for a one year term. The Council may
stagger the terms of the first Commission appointed. Upon termination of a
member's term, that member's successor shall be appointed for the
remainder of such term. Members of the Commission shall serve without
compensation and may resign voluntarily or be removed by a majority vote
of the Council pursuant to Section 180 of this Code. Commission members
who discontinue legal residency in the City may be removed from office by
the Mayor with the consent of a majority of the Council.
1225.04 Meetings. All meetings of the Commission shall be open to the public, be
governed by Robert's Rules of Order, and otherwise be held pursuant to its
bylaws. The Commission shall hold its regular meetings on such fixed date
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and in such fixed place as it from time to time shall determine. The minutes
of all meetings shall be recorded and a copy thereof transmitted to each
member of the Council."
Section 2. This ordinance shall be in full force and effect upon passage and publication.
First Reading: July 1, 2003
Second Reading: July 15, 2003
Published: July 24, 2003
Policy / Strategy / Mission
Use the following to create policy / strategy / mission:
• Impacted Streets
-Beyond normal impact
25mph
Noise Walls
Street Hierarchy
Sidewalks
Budget
Appeal Structure
Mission Statement
• Mass Transit
Public Meeting
-One meeting to present policy (Process comes out of this)
Council
-Present same to Council
Process
• Notice of appeal if criteria met
• Commission prepares notifications
• Public Meeting: Impacted and secondary neighborhoods
-Vote: impacted 1 vote; secondary .5 vote; requires 50% approval
• Field test modifications
-Experimental implementation over 30-60 day period
2nd public meeting
-Vote for permanent installation (same as above)
Goes to Council for approval