HomeMy WebLinkAbout2004-08-26 Meeting PacketAGENDA
Regular Meeting of the
Edina Transportation Commission
6:00 PM, Thursday, August 26, 2004
Edina City Hall
4801 West 50th Street
Community Room
I. Approve Minutes from July 22, 2004.
II. Presentations
a. Arterial and Collector Roadways — State Design Standards and Variances
from these Standards*
b. Traffic Calming Devices - City Staff Comments*
III. Transportation Commission Policy (DRAFT) Appendix D — Acknowledgements and
References*
IV. Review/Discussion/Recommendations of Transportation Commission Policy
(continued from previous meeting)
a. Title Sheet - (completed)
b. Table of Contents - (completed)
c. Introduction - (completed)
d. Policy Framework
e. Plan Implementation
f. Neighborhood Traffic Management Plan
g. Appendix A — Definitions
h. Appendix B — Traffic Management Devices/Measures
V. Other Governmental Activities
VI. Adjournment
* Note: Attachment included.
CITY OF EDINA
TRANSPORTATION COMMISSION POLICY
July 2004
(DRAFT)
TY OF EDINA
TRANSPORTATION COMMISSION POLICY
July 2004
Contributors:
Transportatio mmissio
Joni ennett g
Dean Dovolis
Warren Plante
Fred Richards (Chair)
William Skallerud
Marie Thorpe
Les Wanninger
Jean White
Steven L. Lillehaug, P.E., Traffic Engineer/Assistant Engineer
Wayne D. Houle, P.E., Public Works Director/City Engineer
City of Edina Engineering
City of Edina Transportation Policy i July 2004
TABLE OF CONTENTS
Titie Sheet
Table of Contents ii
introduiction 1
OL Policy Framework 2
IlL Plan implementation 6
IV. Neighborhood Traffic Management Plan 8
APPENDICES
Appendix A— Definitions
Appendix B — Traffic Management Devices/Measures
Appendix C — Application Request for Neighborhood Traffic
Management Plan
Appendix D — Petition-to-Study
Ac
City of Edina Transportation Policy ii July 2004
I. INTRODUCTION
BACKGROUND
Sustaining, improving and operating a sound street d transportation system are integral
parts of the long-term vision of the City cons stent with the Transportation Plan.
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. As such, these deficiencies are adversely
affecting the quality of life of the City's residents and businesses located in the City.
The Edina City Council in December 2003 established the Transportation Commission to
address these issues and improve the local transportation system to stay consistent with
the Comprehensive Plan and Vision 20/20.
PURPOSE
The Edina Transportation Commission (ETC) advises 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. The ETC will review
and comment on plans to enhance mass transit opportunities in the City. The ETC will
evaluate methods for traffic calming and other speed and volume mitigation measures and
recommend their implementation where appropriate. The ETC will review the findings
of the Local Traffic Task Force and offer recommendations for implementation.
VISION
Edina shall maintain a street system that will accommodate the efficient movement of
people and goods throughout the City while innovatively creating a preeminent place of
safe and livable neighborhoods, beautified pedestrian and bicycle friendly streets and
pathways.
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City of Edina Transportation Policy 1 July 2004
II. POLICY FRAMEWORK
INTRODUCTION
,
The Edina Transportation Commission Policy was developed as a supplement to the City
of Edina Transportation Plan (March 1999). The purpose of this policy is to guide the
ETC in the identification and evaluation of traffic and transportation issues in the
community and the prioritization of projects and improvements to the transportation
system.
CITY OF EDINA TRANSPORTATION COMMISSION POLICY
The City of Edina Transportation Commission Policy implements the purposes and
objectives of the ETC as provided in Section 1225 of the City Code (Transportation
Commission). The Policy also supplements the amended policies of the Transportation
Plan as follows:
Roadway Design
1. Design roadway facilities constructed in conjunction with new developments
according to the intended function.
2. Upgrade existing roadways when warranted by demonstrated volume, safety or
functional needs, taking into consideration environmental limitations.
3. Emphasize improvements to management, maintenance and utilization of the
existing street and highway system.
4. Design residential street systems to discourage through traffic and to be compatible
with other transportation modes including transit, bicycle and walking, including
traffic calming measures on local streets and, in some cases, collector streets. Also 0.* .
include arterials (Wh
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5. Use adequate transitions and buffers including but not limited to earth be s, walls,
landscaping and distance to mitigate the undesirable impact of high volume
roadways.
6. Promote use of sound mitigating features (noise walls) and aesthetic barriers along
residential development adjacent to high volume roadways, and, where economically
feasible, make property owners and land developers responsible for noise attenuation
at new developments near high volume roadways ,
7. Encourage beautification of local corridors Asuch as planting boulevard trees,
decorative street lighting, monuments and other amenitieskvhere appropriate)-.--
City of Edina Transportation Policy 2 July 2004
Roadway Function and Access
1. Review and update regional and local functional street classification and coordinate
with adjacent cities and Hennepin County. Establish subcategory classifications and
criteria for local streets if warranted. Revise local roadway classifications when
warranted.
2. Provide logical street networks to connect residential areas to the regional highway
system and local activity centers.
3. Adequately control access points to the regional roadway system (including minor
arterials) in terms of driveway openings and side street intersections.
4. Provide access to the local street system (including collector and local streets) in a
manner that balances the need to safely and efficiently operate the street system with
the need for access to land.
5. Encourage intra-area trips on minor arterials rather than the principal arterial system,
and promote serving regional trips on the metropolitan highway system.
6. Separate, to the extent possible, conflicting uses on the public street system in order
to minimize safety problems. Give special attention to pedestrian and bicycle routes.
7. Provide access to redeveloping sites using current functional classification and
standards rather than the existing access at the sites.
8. Review and monitor citywide traffic volumes, congestion, existing traffic calming
devices, accident history, vehicle violation history, speed limits and enforcement
annually.
) ) 9. Educate public on vehicle operations kpepeptbl
10. Review and recommend traffic calming policies and consider traffic calming
implementation where requested by residents.
1 . Implement measures to reduce non-local, cut-through traffic in cooperation with
t
County and State efforts by developing a local traffic calming policy to mitigate the
effects of cut-through traffic. Identify the origin and destination of cut-through
traffic.
12. When requested by the Planning Commission, review landuse that may impact traffic
implementations. Continue to monitor adjacent community redevelopment and
activity that impact the City of Edina.
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City of Edina Transportation Policy 3 July 2004
Roadway Maintenance and Operation
1. Cooperate with other agencies having jurisdiction over streets and highways in Edina
to assure good roadway conditions and operating efficiency.
2. Continue the implementation of the 1-494 frontage road system and Integrated
Corridor Traffic Management system through ongoing coordination with Mn/DOT,
Hennepin County, and the cities of Richfield and Bloomington.
3. Maintain roads by repairing weather-related and other damage.
4. Use economic and environmentally sound management techniques for snow and ice
removal.
5. Replace substandard bridges and bridges that present safety or traffic problems, and
include bicycle and pedestrian features. (White)
Transit/TDM
1. Participate in the 1-494 Commission to encourage all forms of travel demand
management in order to reduce vehicle miles of travel, reduce petroleum
consumption, and improve air quality.
2. Review all major new developments in light of the potential for ridesharing including
bus accessibility, preferential parking for carpools/vanpools, and mixed-use
development.
3. Support HOV bypasses and other preferential treatments for transit and high
occupancy vehicles on streets and highways.
4. Include transit planning in the construction or upgrading of streets and highways.
5. Pursue development of a demonstration project to provide a circulator system within
the Greater Southdale Area.
6. Encourage the legislature to increase funding for efficient mass transit. Review and
recommend policies requiring a mass transit component with all types of
development.
Parking
1. Review new developments for adequacy of parking based upon need, the potential for
joint use of parking facilities and opportunities to encourage ridesharing.
2. Continue to limit on-street parking in and near congested commercial areas.
City of Edina Transportation Policy 4 July 2004
3. Find location of an additional Park and Ride facility located in close proximity
to major mass transit routes. (White)
4. Work with appropriate commissions such as Planning and Zoning to review City
Code, Section 850.08 Parking and Circulation to identify parking based upon
needs. (White)
5. Evaluate present parking facilities found in Edina. Where appropriate, amend
Section 850 to give commuter parking some spaces in City-owned ramps.
(White)
Pedestrian/Bicycle
1. Provide accessibility to pedestrians and bicycles at major activity centers, including
necessary storage facilities including bicycle racks and bicycle lockers near visible
points of entry, wide sidewalks where there is no boulevard or sidewalks with
boulevards. Appropriate signage should be present at these facilities. (White)
2. Create pedestrian and bicycle interconnections among major generators, with
continuity across major roadways and other barriers. Include painted striping on
roadways and paths designated as bicycle riding areas. (White)
3. Provide sidewalks and safe crossing in high pedestrian danger areas, including high-
traffic streets, commercial areas,/ areas with transit access and in high-density
residential locations.-p(ttK s
4. Provide adequate signage along all bike paths including areas of conflict with
pedestrians and automobile traffic.
5. Review and recommend construction of pedestrian and bike paths throughout Edina
cooperatively with the Three Rivers Park District and Hennepin County.
Goods Movement
1. Serve major truck users and intermodal facilities with good minor arterial access to ,,,:i7k
the metropolitan highway system. ,-‘ LI i t
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Funding and Jurisdiction ck ').-J2 '
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1. Pursue and support regional or multi-community funding sources for improvements
that provide regional or multi-community benefit. Support dedicated funding for
transit. (White)
2. Support of research efforts into more efficient and cost-effective management,
maintenance and replacement of street surfaces.
3. Support governmental jurisdiction over roadways that reflect the role of the roadway
in the overall transportation system.
4. Develop and support legislation permitting a transportation utility.
City of Edina Transportation Policy 5 July 2004
III. PLAN IMPLEMENTATION
This section provides the steps necessary to implement the transportation policies and
discusses a general strategy for carrying out the policies.
TRANSPORTATION COMMISSION POLICY ADOPTION
By adopting the Transportation Commission Policy, the City Council will establish the
guidelines by which decisions regarding transportation facilities will be made in Edina. It
should be revised as necessary to respond to changing conditions and needs, both locally
and regionally.
The policy should be circulated widely so that residents and the business community are
aware of the opportunities and limitations that the policy provides, thus enabling all
interested parties to voice their concerns and issues with full knowledge.
ACTION PLAN
Short Term (Immediate):
• Review and approve Transportation Commission Policy:
o Review and identify problems and causes of Edina traffic issues
(determine what's fact versus perception).
o Establish Review volume and speed criteria.
o Present Draft Policy to Council.
o Open public comment period.
o Recommend to Council for approval.
• Review Local Traffic Task Force Findings and Recommendations as it reflects the
adoptive policies and procedures. Rank the six identified traffic "issue areas" and
review and recommend action for them as Neighborhood Traffic Management
Projects to the City Council.
• Review and approve a Neighborhood Traffic Management Plan (NTMP).
• Publicize transportation issues to be studied by ETC.
• Establish a means for public communication for transportation issues:
o City of Edina Web site
o About Town
o Public Access Station 16
o Edina Sun Newspaper • -heal 5'f-.40#-6
• Create a citizen's guide to transportation issues
City of Edina Transportation Policy 6 July 2004
Long Term (Continually):
• Review and recommend Neighborhood Traffic Management Plans.
• Review and update local roadway functional classification.
• Hold yearly public open house for transportation issues.
• Review and update Transportation Commission Policy yearly.
• Review and make recommendations to collector and arterial roadway
planned improvements.
SOURCES OF FUNDING
The following sources of funding are explained in more detail in the Transportation Plan.
Existing Sources of Revenue:
• Federal Surface Transportation Program Funds
• Congestion Management and Air Quality (CMAQ)
• State Aid
• Special Assessments
• Livable Communities Grants
• Ad Valorem Taxes
• Tax Increment Financing
Potential Sources of Revenue:
• Impact Fees
• Road Access Charge
• Transportation Utility
PLAN ACCEPTANCE REQUIREMENTS
Educate residents about the possibility that they may be asked to fund the installation and
maintenance of NTMP Projects through additional taxes and/or special assessments.
City of Edina Transportation Policy 7 July 2004
055'
IV. NEIGHBORHOOD TRAFFIC MANAGEMENT PLAN
Traffic Management Plans (NTMP) include local street studies and
area studies. These studies would be conducedty the City Engineering \Aar
Ti— \ srn 51-(j i
Introduction
Neighborhood
neighborhood
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The NTMP studies are intended to respond to speeding and exc sive cut-through traffic
on local streets in a residential neighborhood and on multi le streets in one or more "I?
neighborhoods yet are intended to be sensitive to are where there may be a
potential for diversion of this traffic onto other streets (Bennett). These plans are
required to respond to traffic problems that are syr
li
atic of wider problems, such as
congestion or lack of capacity on the arterial syste utons may include revisions to
the local street to slow traffic or to completely or partially divert traffic off the street.
NTMP studies are developed primarily through the City Engineering Department, with
the involvement of the Transportation Commission and other City Departments They are
scheduled based on available resources, and given priority by factors that include, but are
not limited to, the following:
• Previous efforts and requests in the area
• Intensity and extent of the problems
• Degree of conflict between traffic conditions and land uses
• Availability of data
• Regional improvement projects scheduled or planned
City of Edina Transportation Policy 8
July 2004
Process and Schedule
This section details the process and schedule for Neighborhood Traffic Management
Plans (See Table 1).
Table 1. Nei hborhood Traffic Mana ement Plan Schedule
Step Item Period (Typical)
- General Traffic Management Information Open House Late September
Step 1 Neighborhood Traffic Management Applications Due 2nd Monday in
February
Step 2 Initial Screening, Scoring and Ranking of Applications
Before data collection
March/April
Step 3 Petition-to-study prepared by City Staff and circulated
by petitioner
May
Step 4 Plan Development
• Before data collection
May
• Review and comment by Fire, Police, Public Works
and Engineering, Transit and School (transportation)
agencies
• Public Open House
• Survey-to-test circulated and evaluated by City staff
• Trial Project Plan prepared
Step 5a Presentation to ETC for recommendation June
Step 5b • Council approval of trial projects
• Schedule temporary installations, removals and after
data collection (minimum period of 2 weeks after
installation)
July
Step 5c • Temporary installations and removals Juno/July/August
Step 6 • After data collection (trial projects)
• Review and comment by Fire, Police, Public Works,
Transit, and School (transportation) agencies
• Prepare evaluation summaries
September
Step 7a Mail Surveys October
Step 7b • Summarize returned surveys
• Open House
November
Step 8a Recommendations to ETC, Public comment December
Step 8b Recommendations to Council, Improvement Hearing,
Preliminary Assessment Hearing, Order Project
January
Step 9a Survey and Design February / March
Step 9b Final approval of plans by Council, Set bid schedule April
Step 9c Letting, Assessment Hearing May
Step 9d Construction June / July
Step 10 After data collection July / August
Step 11 Follow-up Evaluation Within 3 to 5 yrs
City of Edina Transportation Policy 9
July 2004
STEPS:
1. Study Request (Application)
Neighborhood Traffic Management Plan (NTMP) studies can be requested by individual
citizens or by neighborhood organizations. Requests to consider a NTMP study must be
in writing and are due by 4:30 p.m. on the second Monday in January February of each
year. See Appendix C for application request.
2. Preliminary Review and Priority Ranking
City staff will gather and review preliminary data about the traffic request including
volume, speed and accident information and apply the criteria for screening and
ranking to prioritize for trial and evaluation of a NTMP. The Engineering Department
will rank studies based on score (methodology outlined under "Scoring for Ranking") and
schedule order of trial studies for ETC review. The number of trial studies will depend
on equipment and personnel availability. Some trial studies may be deferred if not
feasible due to conflicting construction, development in the area, county or state
restrictions or other concerns.
Requests are also reviewed by the Engineering Department for other possible solutions. If
the preliminary review shows that an immediate hazard to the public exists, the City may
choose to address the problem separately from the NTMP.
.4 k.) 21C
1.4
Studies are ranked citywide, based on the point score from Step 2. The highest-ranking
study will be undertaken first. The number of studies initiated each year will depend on
City resources. At any time, a neighborhood may request approval to proceed with the
development and implementation of a NTMP that does not involve City funding — the
approval processes would remain the same.
The City notifies all study requestors of the status of their request after Step 2. The City
also notifies the ETC of the status of the 10 highest ranked studies and asks for
comments.
!AOnce in the process, a study is considered in the annual priority ranking step for up to 3
years. If, after 3 years, a study has not received a high enough priority to proceed, it is no
longer eligible for consideration. This time limitation will ensure that the study request
has not become obsolete because of changing traffic conditions and/or new residents in
the area.
The study requestor is notified when the 3-year limit expires. Then, a new request may be
made to re-enter the study in the program. Step 1 is then repeated to obtain current
information.
3. Petition-to-Study
If a study is ranked high enough to proceed, a petition-to-study must be circulated within
City of Edina Transportation Policy 10 July 2004
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a defined study area. The appropriate neighborhood group will be given the opportunity
to officially request the petition-to-study. If the neighborhood group does not wish to do
so, the original requestor will be responsible for making the request. City staff
establishes the petition-to-study (notification) area, based on information obtained in the
preliminary review. This area is generally defined as those households and businesses
fronting on the affected segments of the study street,
feet of-this-area. In the case of a single intersection pr
approximately one block in all directions. If signific
o include propertieswithin_300
blem, the minimum area would be
t diversions to other residential
streets are reasonably expected,.
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those streets' reside ts would also Ouded
et ),
A 7 study area. ‘,/v.c/ dttl,CV
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The purpose of the petition-to-study is to determine the level of agreement among the
study's /street residents that there is a problem they want to address. City staff will prepare
the petition, describing the problem and the procedures to be followed if a study is
undertaken. The study requestor(s) will be responsible for circulating the petition.
Signatures representing majority of the households within the petition-to-study area are
required to move the study forward. Each household is entitled to one signature. Property
owners not living in the study area are not included in the petition-to-study process. A
standard petition-to-study application is included in Appendix D.
4. Plan Development
Based on a positive petition, the NTMP study will move forward and City staff will
The NTMP
will be reviewed by the City's Fire Department, Police Department, Public Works and
Engineering, and by transportation agencies including transit and school. - _
The ETC will then hold a public meeting for the neighborhood to inform residents of the
proposed project, to describe the NTMP process, and to gather additional information
about the traffic problems and related neighborhood needs.
Plan development consists of the following steps:
• Assessment of problems and needs
• Identification of project goals and objectives
• Identification of evaluation criteria
• Establish threshold criteria (on project-by-project basis)
• Development of alternative plans/solutions
a-(4,n •1 The first two steps are accomplished through public meetings, neighborhood association
meetings, and ETC meetings. Additionally, City staff prepares a survey-to-test describing
the proposed project and calling for a temporary test installation. Staff, then circulates,the
survey-to-test within the defined area.
City of Edina Transportation Policy 11 July 2004
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The survey-to-test area must include all properties located on the project street and on
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adjacent local residential streets within an area approximately 1 block from the project
street. The ETC or the City may expand the survey-to-test area beyond these minimum
requirements, if desired. Each household and business is entitled to one survey.
The survey is evaluated and City staff members prepare a trial installation plan. The City
proposes solutions based on the citizen responses and sound engineering principles.
Possible criteria, solutions and their impacts are evaluated by the ETC, City staff and
other affected agencies.
5. Test Installation
The NTMP is presented to the ETC and the City Council. If recommended by the ETC
and approved by Council, the test will be installed for between 3 and 12 months. If the
City Traffic Engineer finds that an unforeseen hazard is created by the test, the test
installation may be revised or removed.
6. Project Evaluation
Following the test period, the City evaluates how well the test has performed in terms of
the previously defined problems and objectives. The evaluation includes the subject street
and streets affected by the project, and is based on before-and-after speeds and volumes,
impacts on emergency vehicles or commercial uses, and other evaluation criteria
determined during steps 4 and 5. If, in the evaluation, desired improvements in quality of
life are not met to the satisfaction of the ETC and City staff, the traffic plan may be
modified and additional testing conducted.
The final test results will be reviewed with the ETC, area residents, and relevant City
staff, and the information will be distributed during the survey stage.
The City will not forward a project to the next step if the test results show it may be
unsafe or it violates NTMP policy or other City policies or regulations.
7. Survey
To forward the project to the stage where permanent implementation is approved (step 8),
a survey from households, businesses and non-resident property owners within a defined
survey area will be obtained through a mail survey administered by the City. The survey
area includes all properties located on the project street and on adjacent local residential
streets that either 1) are within an area approximately 1 block from the project, or 2)
experience a traffic volume increase that is at least 75 percent of the maximum acceptable
increase (as determined by the ETC in step 4).
The ETC will then hold an open house for the neighborhood to update residents of the
proposed project.
City of Edina Transportation Policy 12 July 2004
8. City Council Action
Based on the project evaluation and survey, City staff members prepare a feasibility
report and recommendations for the ETC and City Council. The report outlines the
process followed, includes the project findings, states the reasons for the
recommendations and includes a preliminary assessment roll. The feasibility report and
preliminary assessment roll will be presented for a recommendation by the ETC before
final action by the City Council. If the feasibility report and preliminary assessment roll
are adopted, the project is ordered.
If the feasibility report and preliminary assessment roll are not adopted, the plans and
specifications will not be ordered and the project is terminated. The project will be
dropped from the list and the neighborhood will not be able to reapply for five years.
9. Design, Final Assessment Roll and Construction
Final design and construction are administered by the City and are generally completed
within 12 months after final action by the City Council. City staff will prepare and
recommend the final assessment roll as required under authority granted by Minnesota
Statute Chapter 429
10. Monitoring
The City will monitor constructed traffic management devices and will gather post data,
including volume, speed and accident information.
11. Follow-up Evaluation
Within 3 to 5 years after construction of an NTMP project, the City shall conduct a
follow-up evaluation to determine if the project's goals and objectives continue to be met.
This evaluation may entail traffic studies of volumes, speeds and accidents, as well as
public opinion surveys.
Scoring for Ranking
1. Sidewalk adjacent to the benefited area (0 to100 points):
• None + 100
• All of 1 side + 50
• All of 2 sides + 0
2. Public school yard, play lot, playground development adjacent to benefited
area (0 to 200 points):
• None + 0
• All of 1 side + 100
• All of 2 sides + 200
City of Edina Transportation Policy 13 July 2004
3. Residential development adjacent to benefited area (0 to 100 points):
• None + 0
• All of 1 side + 50
• All of 2 sides + 100
4. Number of reported correctable crashes based on last 5 years of available
data (0 to 200 points):
• 20 per crash; maximum of 200 points
5. Percent of potential assessment properties supporting project by petition (180 to 300
point*
• 3 points per percent; maximum 300 points
•
5. Average residential density adjacent to benefited area (0 to 50 points):
• 50 points maximum
• (0 dwelling units per adjacent 100 un. ft. = 0 points
• 5+ dwelling units per adjacent 100 lin. ft. = 50 points)
6. Average Daily Traffic Volumes - ADT (0 to 200 points):
• ADT divided by 10; maximum 200 points
• For intersection, street segments or multipl
street
se higher volume
7. Percent over speed limit - ADT (0 to 200 points):
• Percent over speed limit times 2.5 (times 100); maximum 200 points (80%
over limit)
• For intersection, street segments or multiple steets, use street with higher
speeds
Scoring based on benefited area
Correctable crashes determined by Engineering Division
Removal of Traffic Calming Measures
The City of Edina's Traffic Calming Program is intended to avoid the costly installation
and later costly removal of traffic calming devices. On occasion, it may be determined to
be desirable to remove a traffic calming device.
City of Edina Transportation Policy 14 July 2004
If the removal is City initiated due to safety/crash issues, the removal will be at City
expense. If the removal is at neighborhood request, the removal will be charged to the
petitioning property owners. The following procedure will be used for neighborhood
initiated removals:
1. Petition requesting removal representing a major majority of over 70% of the
properties in the benefited area is submitted to the City Traffic Engineer.
2. A survey, including estimated cost for removal and data collected previously on the
device, is mailed to each property owner in the benefited area.
3. Surveys will be summarized 30 days after mailing. Staff will make recommendation
to the ETC.
4. ETC will forward a recommendation to Council. If the recommendation is for
removal, improvement and assessment hearings will be scheduled for Council.
5. If Council orders project, removal will be included in the traffic calming plan set.
Final approval of plans by Council. Set bid schedule.
7. Letting, final assessment and construction.
8. New traffic calming devices will not be considered for five years in benefited area of
removed device.
TRAFFIC MANAGEMENT DEVICES — CITY OF EDINA APPROVED OPTIONS
This sections lists traffic management devices and methods that are approved for use in
the City of Edina. Appendix B contains a detailed description and overview of each item.
Speed Reduction Traffic Calming Measures:
• Speed Hump
• Speed Table
• Raised Crosswalk
• Raised Intersection
• Textured Pavements
• Center Island Narrowings
• Gateway Treatments
• Neckdowns
• Choker
• Chicane
• Realigned Intersections
• Traffic Circle
• Roundabout
City of Edina Transportation Policy 15 July 2004
Volume Reduction Traffic Calming Measures:
• Diagonal Road Closure
• Partial Street Closure
• Cul-de-sac
• Median Barriers
• Forced Turn Islands
Education and Enforcement:
• Targeted Police Enforcement
• Photo radar Speed Enforcement
• Radar Speed Display Units
• Neighborhood Traffic Safety Campaigns
Regulatory Measures:
• Stop Sign
• Turn Restrictions
• One Way Streets
• Traffic Signals ("Rest on Red" and "Rest on Green")
• Neighborhood Speed Watch Program
• Pavement Striping (Centerline, Edge and Transverse)
BENEFITED AREA (ASSESSED,/tEA)
This section' defines t e benefited area of the traffic management devices for use in
determining the assessment area. vv, LA. FA_ c 4(( 9i n -t t
Speed Hump, Speed Table, Raised Intersection, Raised Crosswalk, Textured
Pavement, Center Island Narrowings, Neckdowns, Gateway Treatments,
Choker, Chicane, Traffic Circle:
• Benefited area extends 300 feet from the device along the street affected by the
device or to the nearest stop sign or traffic signal, whichever is less.
Diagonal Road Closure, Round-a-bout:
•
Benefited area extends to the next intersection on each leg of the intersection.
Partial Street Closure, Realigned Intersection, Forced Turn Island, Median
Barrier:
• Benefited area extends to the next intersection on the leg of the intersection
partially closed, realigned or restricted.
City of Edina Transportation Policy 16 July 2004
Cul-De-Sac:
• Benefited area extends from the point of closure to the next intersection on the leg
that is closed.
City of Edina Transportation Policy 17 July 2004
APPENDICES
Appendix A — Definitions
Appendix B — Traffic Management Devices / Measures
Appendix C — Application Request for Neighborhood
Traffic Management Plan
Appendix D — Petition-to-Study
City of Edina Transportation Policy July 2004
Appendix A - Definitions
City of Edina Transportation Policy July 2004
Definitions
Benefited Area — The properties expected to receive the majority of the positive impacts
from the proposed traffic calming.
Center Island Narrowings — An island or barrier in the center of a street that serves to
segregate traffic. (Midblock medians, median slowpoints, median chokers, central
islands.)
Chicane — Mainline deviations to deter the path of travel so that the street is not a straight
line (by the installation of offset curb extensions). (Deviations, serpentines, reversing
curves, twists.)
Choker — Physical street narrowing to expand sidewalks and landscaped areas; possibly
adding medians, on street parking, etc. (Pinch points, lane narrowing, midblock
narrowings, midblock yield points, constrictions.)
Circulator Service — A means provided within a major activity center, (such as a
regional business concentration, a metro center or community) for movement from place
to place within the center; such a system may be entirely pedestrian or may use transit.
Collector Street — Roadways that are designated to "collect" traffic from neighborhood
streets and get that traffic to arterial streets. Collector streets are described in the City of
Edina Comprehensive Plan.
Corridor Studies — Typically, highway corridor studies focus on a segment of a
particular travel corridor or travel shed. Land use, access issues, capacity, level of
service, geometries and safety concerns are studied; alternatives analyzed; and
recommendations made. Corridor studies are usually prepared with the participation and
cooperation of the affected communities and governmental agencies. Recommendations
for improvements are often incorporated into the local comprehensive plans of the
participating cities and continue to be used by implementing agencies as improvements in
the corridor are made.
Cul-de-sac — Physical street closure resulting in a dead end (no outlet) constructed with a
circular turn-around area.
Cut-through Traffic — Traffic that intrudes into a residential subdivision to avoid
0 congestion or other problem from an arterial or other high level street.
Diagonal Road Closures — 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. (Diagonal diverter.)
City of Edina Transportation Policy A-1 July 2004
Feasibility Report — A report analyzing the recommended type of construction, the
estimated construction cost, estimated engineering cost and the estimated assessment.
Forced Turn Islands — Small traffic islands installed at intersections to channel turning
movements. (Forced turn barriers, diverters.)
Gateway Treatment — Treatment to a street that includes a sign, banner, landscaping or
other structure that helps to communicate a sense of neighborhood identity.
Guide Signs — A sign that shows route designations, destinations, directions, distances,
services, points of interest, or other geographical, recreational, or cultural information.
Impact area - Area for a project that is defined as those residences along local residential
streets that are negatively impacted by excessive through traffic volumes and speedingiY
Inoonvenience-caused_by limitation of access is not corrsidered to be a iregative-itykpact ,
underthis definition. t" 4- (Pe— G -
pots.."-p 0 se. tr-
Infrastructure — Fixed facilities, such as roadways or railroad tracks; permanent
structures.
Level of Service (as related to highways) — The different operating conditions that
occur on a lane or roadway when accommodating various traffic volumes. It is a
qualitative measure of the effect of traffic flow factors, such as speed and travel time,
interruption, freedom to maneuver, driver comfort and convenience, and indirectly, safety
and operating costs. It is expressed as levels of service "A" through "F." Level "A" is a
condition of free traffic flow where there is little or no restriction in speed or
maneuverability caused by presence of other vehicles. Level "F" is forced-flow operation
at low speed with many stoppages, the highway acting as a storage area.
Local Street — A roadway that connects blocks within neighborhoods.
Major Street — The street normally carrying the higher volume of vehicular traffic (vs.
Minor Street).
Median Barriers — Raised island or barrier in the center of the street that serves to
segregate traffic.
Metropolitan Urban Service Area (MUSA) — The portion of the metropolitan area
identified in the Regional Blueprint where development and redevelopment is to occur
and in which urban facilities and services are to be provided. The purpose of the MUSA
is to define the areas within the Twin Cities Metropolitan Area that are eligible for "urban
services", specifically sewers, municipal water systems and particular types of
transportation systems. This boundary line is defined and maintained by the Metropolitan
Council to assist in the orderly development of the metropolitan area. All of Edina is
within the MUSA area.
City of Edina Transportation Policy A-2 July 2004
"A" Minor Arterials — Roadways within the metropolitan area which are more
regionally significant than others. These roadways are classified into the following
groups:
a) Relievers — Minor arterials that provide direct relief for traffic on major
metropolitan highways. These roads include the closest routes parallel to the
principal arterials within the core, urban reserve and urban staging areas.
These roadways are proposed to accommodate medium-length trips (less than
eight miles) as well as providing relief to congested principal arterials.
Improvements focus on providing additional capacity for through traffic.
b) Expanders — Routes which provide a way to make connections between
developing areas outside the interstate ring or beltway. These routes are
located circumferentially beyond the area reasonably served by the beltway.
These roadways are proposed to serve medium to long suburb-to-suburb trips.
Improvements focus on preserving or obtaining right-of-way.
c) Connectors — This subgroup of "A" minor arterials are those roads that would
provide good, safe connections among town centers in the urban reserve, urban
staging and rural areas within and near the seven counties. Improvements
focus on safety and load-carrying capacity.
d) Augmenters — The fourth group of "A" minor arterials are those roads that
augment principal arterials within the interstate ring or beltway. The principal
arterial network in this area is in place. However, the network of principal
arterials serving the area is not in all cases sufficient relative to the density of
development that the network serves. In these situations, these key minor
arterials serve many long-range trips. Improvements focus on providing
additional capacity for through traffic.
Minor Street — The street normally carrying the lower volume of vehicular traffic (vs.
Major Street).
Municipal State Aid (MSA) Route — A designated City roadway that receives state
funds as allocated from the State gas tax for maintenance and construction.
Approximately 20 percent of the City roadways are designated as MSA routes. State of
Minnesota rules and standards, in addition to local jurisdiction guidelines, apply to these
roadways.
Neckdowns — Physical curb reduction of road width at intersections. Similar to lane
narrow/Mg but used at intersection(s). Widening of street comers at intersections to
dis,,cthirage cut-through traffic and to help define neighborhoods. (Nubs, bulb-outs,
uckles, intersection narrowings, comer bulge, safe crosses.)
r reol-e_3 grt. r.c.„
City of Edina Transportation Policy A-3 July 2004
Neighborhood Traffic Management Plan (NTMP) — Formalized tool where residents,
commissioners and City staff evaluate the various requirements, benefits and tradeoffs of
traffic calming projects within neighborhoods. The overall objectives for the
Neighborhood Traffic Management Plan are to improve neighborhood livability by
mitigating the impact of vehicular traffic on residential neighborhoods; to promote safe
and pleasant conditions for motorists, bicyclists, pedestrians and residents on
neighborhood streets; to encourage citizen involvement and effort in neighborhood traffic
management activities; to make efficient use of City resources by prioritizing traffic
management requests; and to support the Comprehensive Plan policy that livability and
safety of established residential neighborhoods be protected in transportation operations.
Off-Peak Period — Time of day outside the peak period (see peak period).
Partial Street Closure — Physical blockage of one direction of traffic on a two-way
street. The open lane of traffic is signed "One way", and traffic from the blocked lane is
not allowed to go around the barrier through the open lane. (Half closure.)
Peak Hour — The hour during the peak period when travel demand is highest. Typically,
peak hours are found to be from 7 to 8 a.m. and from 4:30 to 5:30 p.m.
Peak Period — Typically, the time between 6:30 and 9:00 a.m. and between 3:30 and 6
p.m. on a weekday, when traffic is usually heavy.
Person Trip — A one-way journey between two points by one person in a vehicle.
Photo-radar Speed Enforcement — An automated camera system used to enforce speed
limits. It includes the camera, an attached radar "gun" and a display that shows the speed
of each passing vehicle. When a speeding vehicle is detected, the photo radar system
takes a picture of the driver and the license plate. The registered owner of the vehicle then
receives a ticket in the mail. This enforcement method is not yet legal in Minnesota.
Photo-Red Light Enforcement — Implementation of a photo red light, an automated
camera and computer system can be mounted on a traffic signal pole at an intersection for
red light enforcement. Photo red light takes pictures of any vehicles that run a red light,
records the time elapsed since the light turned red and the vehicle entered the intersection,
and issues a ticket. The photo red light systems are typically installed at key intersections
that have a high number of accidents. This enforcement method is not yet legal in
Minnesota.
Platoon — A group of vehicles or pedestrians traveling together as a group, either
voluntarily or involuntarily because of traffic signal controls, geometries, or other factors.
Principal Arterials — The high capacity highways that make up the metropolitan
highway system1 t-A2 ( 11/4.4 c,-1 n ,t/jet t-A-) ,
City of Edina Transportation Policy A-4 July 2004
Radar Speed Display Units — Driver feedback signs that use radar to provide motorists
with an instant message, displayed on a reader board, telling them how fast they are
driving.
Raised Crosswalk — A speed table designed as a pedestrian crossing, generally used at
mid-block locations. (Raised crossings, sidewalk extensions.)
Raised Intersection — A raised plateau where roads intersect. The plateau is generally 4"
above the surrounding street. (Raised junctions, intersection humps, plateaus.)
Realigned Intersections — Physical realignment of intersection typically used to promote
better through movements for a major roadway (vs. a minor roadway). (Modified
intersections.)
Regional Blueprint — The Metropolitan Council plan that sets a general direction for
future development patterns in the metropolitan area and establishes guidelines for
making decisions about major regional facilities that are needed to support the
commercial, industrial and residential development of the area. It establishes urban and
rural areas and certain development policies for different geographic policy areas.
Regulatory Signs — A sign that gives notice to road users of traffic laws or regulations.
Right-of-Way (Assignment) — The permitting of vehicles and/or pedestrians to proceed
in a lawful manner in preference to other vehicles or pedestrians by the display of sign or
signal indications.
Roadway striping — 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).
Roundabout — Raised circular areas (similar to medians) placed at intersections. Drivers
travel in a counterclockwise direction around the circle. Modern 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. (Rotaries.)
Signal Preemption — Usually referred to in this plan as a technology that triggers the
green go-ahead on meters or signal lights to allow emergency vehicles (and sometimes
transit vehicles) to move more quickly through signalized intersections.
Speed— Speed is defined based on the following classifications:
a) Advisory Speed — A recommended speed for all vehicles operating on a
section of highway and based on the highway design, operating
characteristics, and conditions.
City of Edina Transportation Policy A-5 July 2004
b) Design Speed — A selected speed used to determine the various geometric
design features of a roadway.
c) 85th-Percentile Speed — The speed at or below which 85 percent of the
motorized vehicles travel.
d) Posted Speed — The speed limit determined by law and shown on Speed
Limit signs.
e) Statutory Speed — A speed limit established by legislative action that
typically is applicable for highways with specified design, functional,
jurisdictional and/or location characteristic and is not necessarily shown
on Speed Limit signs.
Speed Hump —Wave-shaped paved humps in the street. The height of the speed hump
determines how fast it may be navigated without causing 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. (Road humps, undulations.)
Speed Limit — The maximum (or minimum) speed applicable to a section of highway or
roadway as established by law.
Speed Table — Trapezoidal shaped speed humps in the street, similar to speed humps.
(Trapezoidal humps, speed platforms.)
Speed Zone — A section of highway with a speed limit that is established by law but
which may be different from a legislatively specified statutory speed limit.
Street Closure — Street closed to motor vehicles using planters, bollards, or barriers, etc.
Targeted Police Enforcement — Specific monitoring of speeding and other violations by
police due to observed, frequent law disobedience.
Textured Pavements — A change in pavement texture (e.g., asphalt road to brick
crossing) that helps to make drivers aware of a change in the driving environment.
Traffic Calming — A combination of mainly physical measures that reduce the negative
effects of motor vehicle use, alter driver behavior and improve conditions for non-
motorized street users. Traffic calming involves changes in street alignment, installation
of barriers, and other physical measures to reduce traffic speeds and cut-through volumes
in the interest of street safety, livability and other public purposes. Traffic calming
measures are intended to be self-enforcing. Traffic calming measures rely on the laws of
physics rather than human psychology to slow down traffic.
City of Edina Transportation Policy A-6 July 2004
Traffic Circle — Circular, raised island placed within the middle of intersections,
requiring vehicles to divert around them, potentially forcing drivers to slow down as they
traverse around the circle. (Intersection islands, similar to roundabouts.)
Traffic Signal Control Systems — The degree of traffic management of an arterial is
grouped and defined as follows:
a) Fixed Time — The traffic signals on an arterial are controlled locally through a
time clock system. In general, the progression of a through band (the amount
of green time available along an arterial at a given speed) along the arterial in
the peak direction is determined by past experience and is not a function of
immediate traffic demand.
b) Semi-actuated — The traffic signals along the arterial are designed to
maximize the green time on the major route in the major direction. Timing and
through band are based upon historical records. Use of green time on the
minor leg dependent upon real-time demand and maximized based upon total
intersection delay.
c) Interconnection — A traffic signal system in which data collected at individual
signals is shared with a central processor or controller. Adjustments in traffic
signal control can be made based upon incoming data as opposed to historical
data.
d) Optimization — The process in which a traffic signal or system is modified to
maximize the amount of vehicles passing through the intersection for all
approaches or on the major road in the peak direction.
e) Real-time Adaptive Control — An advanced traffic control system that
incorporates current technologies in communications, data analysis, and traffic
monitoring to provide real-time traffic control of arterials, corridors or roadway
networks.
Transportation Comprehensive Plan — Assists the City in making correct
transportation-related decisions today by anticipating the character, magnitude and timing
of future transportation demand.
Transportation Demand Management (TDM) — Programs and methods to reduce
effective demand. In the broadest sense, any activity or facility that reduces vehicle trips
would fall within this classification. The highest priority in the region is given to
reducing single-occupant vehicle trips in the peak periods. Techniques that might be
utilized are carpooling, vanpooling, transit, alternative work hours, transportation
management organizations, and land development or ordinances that discourage vehicle
trips and encourage walk, bike, rideshare and transit trips.
City of Edina Transportation Policy A-7 July 2004
Transportation Policy Plan - This document is one chapter of the Metropolitan
Development Guide, as provided for in Minnesota Stat. 473, Sections 145 and 146.
Section 145 states: "The Metropolitan Council shall prepare and adopt...a comprehensive
development guide for the metropolitan area."
Vehicle Trip — A one-way journey made by an auto, truck or bus to convey people or
goods.
Volume-to-capacity Ratio (v/c) — The hourly number of vehicles expected to use a
roadway in the busiest hour, divided by the number of moving vehicles the roadway can
safely accommodate in an hour.
Warning Signs — A sign that gives notice to road users of a situation that might not be
readily apparent.
City of Edina Transportation Policy A-8 July 2004
Appendix B — Traffic Management Devices/Measures
City of Edina Transportation Policy July 2004
TRAFFIC MANAGM ENT DEVICES/MEASURES
(Not in priority order)
PAGE
NO.
TRAFFIC
MANAGEMENT
DEVICE/MEASURE
SPEED
REDUCTION
TRAFFIC
REDUCTION
FUEL
CONSUMPTION
AIR/NOISE
POLLUTION COST
EMERGENCY
SERVICES
TEST VS.
PERMANENT OTHER
B-4 Speed Hump Probable Possible Small Increase Small Increase Low Possible
Increased
Response Time
Test Installation
Possible
Possible
Drainage
Problem
B-5 Speed Table Probable Possible Small Increase Small Increase Low Possible
Increased
Response Time
Test Installation
Possible
Possible
Drainage
Problem
B-6 Raised Crosswalk Possible Possible Small Increase Small Increase Low Possible
Increased
Response Time
Test Installation
Possible
Possible
Drainage
Problem
B-7 Raised Intersection Probable Possible Small Increase Small Increase Medium
to High
Possible
Increased
Response Time
Permanent
Installation Only
Possible
Drainage
Problem
B-8 Textured Pavement Possible No Effect No Change Minimal Effect Low to
Medium
Minimal Impact Permanent
Installation Only
B-9 Center Island
Narrowings
Possible Possible No Effect No Effect Medium Minimal Impact Test Installation
Possible
B-10 Neckdowns Possible Possible Small Increase Small Increase Medium
to High
Minimal Impact Test Installation
Possible
B-11 Gateway Treatment Possible Possible No Change Small Decrease Medium
to High
Minimal Impact Permanent
Installation Only
Increased
Maintenance
B-12 Choker Probable Possible Small Increase Small Increase Medium Minimal Impact Test Installation
Possible
B-13 Chicane Probable Possible Slight Increase Slight Increase Medium
to High
Minimal Impact Test Installation
Possible
B-14 Realigned Intersection Varies Varies Small Decrease Small Decrease High Varies Permanent
Installation Only
B-15 Traffic Circle Possible Possible Slight Increase Small Increase Medium Possible
Increased
Response Time
Test Installation
Possible
Increased
Maintenance
City o' iaTransportation Policy
July 2004
TRAFFIC MANAGMENT DEVICES/MEASURES
(Not in priority order)
PAGE
NO.
TRAFFIC
MANAGEMENT
DEVICE/MEASURE
SPEED
REDUCTION
TRAFFIC
REDUCTION
FUEL
CONSUMPTION
AIR/NOISE
POLLUTION COST
EMERGENCY
SERVICES
TEST VS.
PERMANENT OTHER
B-16 Roundabout Probable Possible No Effect Slight Increase Medium
to High
Possible
Increased
Response Time
Permanent
Installation Only
Increased
Maintenance
B-17 Diagonal Road
Closures
Probable Probable Small Increase Small Increase Low to
Medium
Varies Test Installation
Possible
B-18 Partial Street Closure Possible Probable Small Increase Small Increase Medium Minimal Impact Test Installation
Possible
B-19 Cul-de-sac Probable Yes Small Increase Small Increase High Possible
Increased
Response Time
Test Installation
Possible
B-20 Median Barriers Small Possiblity Possible No Effect No Effect Varies Possible
Increased
Response Time
Test Installation
Possible
B-21 Forced Turn Islands Possible Possible Small Increase Small Increase Low to
Medium
Possible
Increased
Response Time
Test Installation
Possible
B-22 Targeted Police
Enforcement
Depends on
Amount
Possible No Effect No Effect High No Effect Temporary
8-25 Pbeto-r-adar--Speed-
Enfersement
Depends on No Effect No Effect No Effect HO No Effect Temporary Not-Legal-in-
Minnesota Amount
B-23 Radar Speed Units Probable No Effect No Effect No Effect Low No Effect Temporary or
Permanent
B-24 Neighborhood Traffic
Safety Campaigns
Possible No Effect No Effect No Effect Low No Effect Temporary or
Permanent
13-28 Neighborhood Speed
Watch Programs
Possible No Effect No Effect No Effect Lew No Effect Temperary-er--
Permanent
B-25 Stop Sign Varies (may
increase)
Varies Small Increase Small Increase Low Possible
Increased
Response Time
Temporary or
Permanent
City of EdinaTransportation Policy B-2
July 2004
TRAFFIC MANAGMENT DEVICES/MEASURES
(Not in priority order)
PAGE
NO.
TRAFFIC
MANAGEMENT
DEVICE/MEASURE
SPEED
REDUCTION
TRAFFIC
REDUCTION
FUEL
CONSUMPTION
AIR/NOISE
POLLUTION COST
EMERGENCY
SERVICES
TEST VS.
PERMANENT OTHER
B-26 Turn Restrictions Varies Yes Small Increase No Effect Low No Effect Temporary or
Permanent
B-27 One-Way Streets No Possible Small Decrease Small Decrease Low Varies Temporary or
Permanent
B-28 Traffic Signal
("Rest on Red" and
"Rest on Green")
Possible Varies Varies Varies High No Effect Temporary or
Permanent
B-29 Pavement Striping Possible No Effect No Effect No Effect Low No Effect Permanent
Installation Only
City o' laTransportation Policy 3
July 2004
eed Hump
Definition: Speed humps are wave-shaped paved humps in the street. The height of the speed hump determines how
fast it may be navigated without causing 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. (Road humps,
undulations.)
Description:
• Rounded raised areas of pavement typically 12 to 14
feet in length.
• Often placed in a series (typically spaced 300 to 600
feet apart).
• Sometimes called road humps or undulations.
Applications:
• Residential streets.
• Not intended for use on collector and arterial streets.
• Midblock placement, not at an intersection.
• Not on grades greater than 5 percent.
• Work well with curb extensions.
Design/Installation Issues:
• Typically 12 to 14 feet in length; other lengths (10,
22, and 30 feet).
• Speed hump shapes include parabolic, circular, and
sinusoidal.
• Hump heights range between 3 and 4 inches with
trend toward 3 - 3 1/2 inches maximum.
• Difficult to construct precisely; may need to specify a
construction tolerance (e.g. ± 1/8 inch) on height.
• Often have signage (advance warning sign before
first hump in series and warning sign or object
marker at hump).
• Typically have pavement markings (zigzag, shark's
tooth, chevron, zebra).
• Taper edge near curb to allow gap for drainage.
• Some have speed advisories.
• Bicyclists prefer that it not cover or cross a bike lane.
Evaluation Considerations
Speed
Reduction
Traffic
Reduction
Fuel
Consumption
Air/Noise
Pollution
Cost Emergency
Services
Test vs.
Permanent
Other
Probable Possible Small
Increase
Small
Increase
Low Possible
Increased
Response
Test
Installation
Possible
Possible
Drainage
Problem
Advantages:
• Effective speed control/reduction at the
installation.
• May reduce traffic volumes.
• Does not impact parking.
• Works well with curb extensions.
Disadvantages:
• May increase noise (breaking and
acceleration).
• May impact drainage.
• Not appropriate for grades greater than 5
percent.
• May shift traffic to parallel streets.
• Tend to reduce air quality and increase
energy consumption.
• May increase speeds between humps.
• May cause bus passengers discomfort.
• Not appropriate on some horizontal/vertical
curves.
• Requires signage that may be considered
unsightly.
City of Edina Transportation Policy
B-4
July 2004
Advantages:
• Effective speed control/reduction at the
installation.
• Designed to be aesthetically pleasing.
• May reduce traffic volumes.
• Typically does not impact parking.
• Typically preferred by fire department over
speed hump.
Disadvantages:
• May increase noise (breaking and
acceleration).
• May impact drainage.
• Not appropriate for grades greater than 5
percent.
• May shift traffic to parallel streets.
• May cause bus passengers discomfort.
• Not appropriate on some curves.
Description:
• Long raised speed humps with a flat section in the
middle and ramps on the ends; sometimes
constructed with brick or other textured materials on
the flat section.
Applications:
• Residential streets.
• Not intended for use on collector and arterial streets.
• Typically long enough for the entire wheelbase of a
passenger car to rest on top.
• Midblock placement or at an intersection.
• Not on grades greater than 5 percent.
• Work well with curb extensions.
Design/Installation Issues:
• Typically 22 feet in the direction of travel with 6 foot
ramps on each end and a 10 foot flat section in the
middle; other lengths (32 and 48 feet).
• Most common height is between 3 and 4 inches (as
high as 6 inches).
• Ramps are typically 6 feet long (up to 10 feet long)
and are either parabolic or linear.
Definition: Trapezoidal shaped speed humps in the street, similar to regular speed humps. (Trapezoidal humps,
speed platforms.)
Evaluation Considerations
Speed
Reduction
Traffic
Reduction
Fuel
Consumption
Air/Noise
Pollution
Cost Emergency
Services
Test vs.
Permanent
Other
Probable Possible Small
Increase
Small
Increase
Low Possible
Increased
Response
Time
Test
Installation
Possible
Possible
Drainage
Problem
City of Edina Transportation Policy
B-5
July 2004
Description:
• Speed Table with flat area to accommodate
pedestrian traffic.
Applications:
• Residential streets.
• Not intended for use on collector and arterial streets.
• Midblock placement or at an intersection.
• Not on grades greater than 5 percent.
• Works well in combination with curb extensions and
curb radius reductions.
Design/Installation Issues:
• Typically 22 feet in the direction of travel with 6 foot
ramps on each end and a 10 foot flat section in the
middle; other lengths (32 and 48 feet) reported in
U.S. practice.
• Most common height is between 3 and 4 inches (as
high as 6 inches).
• Ramps are typically 6 feet long (up to 10 feet long)
and are either parabolic or linear.
Advantages:
• Effective speed control/reduction at the
installation.
• Effective pedestrian amenity.
• May be designed to be aesthetically
pleasing.
• May reduce traffic volumes.
• Increases pedestrian visibility and
likelihood that driver yields to pedestrian.
Disadvantages:
• May increase noise (breaking and
acceleration).
• May impact drainage.
• Not appropriate for grades greater than 5
percent.
• May shift traffic to parallel streets.
• May cause bus passengers discomfort.
• Not appropriate on some curves.
Definition: A speed table designed as a pedestrian crossing, generally used at mid-block locations. (Raised crossings,
sidewalk extensions.)
Evaluation Considerations
Speed
Reduction
Traffic
Reduction
Fuel
Consumption
Air/Noise
Pollution
Cost Emergency
Services
Test vs.
Permanent
Other
Possible Possible Small
Increase
Small
Increase
Low Possible
Increased
Response Time
Permanent
Installation
Only
Possible
Drainage
Problem
City of Edina Transportation Policy B-6
July 2004
Description:
• Flat raised areas covering entire intersections, with
ramps on all approaches and often with brick or other
textured materials on the flat section and ramps.
Applications:
• Local streets.
• Works well with curb extensions and textured
crosswalks.
• Often part of an area wide traffic calming scheme
involving both intersecting streets.
Design/Installation Issues:
• Storm drainage modifications may be necessary.
• Typically rise to sidewalk level.
• May require bollards to define edge of roadway
• Installations typically have gentle 1:40 slopes on
ramps.
• Not typically used in densely developed urban areas
where loss of parking would be unacceptable. Advantages:
• Reduction in through movement speeds at
intersection.
• No effect on access.
• Makes entire intersections more
pedestrian-friendly.
• Designed to be aesthetically pleasing.
Disadvantages:
• May slow emergency vehicles to
approximately 15 miles per hour.
• May impact drainage.
Definition: A raised plateau where roads intersect. The plateau is generally 4 inches above the surrounding street.
(Raised junctions, intersection humps, plateaus.)
Evaluation Considerations
Speed
Reduction
Traffic
Reduction
Fuel
Consumption
Air/Noise
Pollution
Cost Emergency
Services
Test vs.
Permanent
Other
Probable Possible Small
Increase
Small
Increase
Medium to
High
Possible
Increased
Response Time
Permanent
Installation
Only
Possible
Drainage
Problem
B-7 July 2004 City of Edina Transportation Policy
extui.ed Pavement
Definition: A change in pavement texture (e.g., asphalt road to brick crossing) that helps to make drivers aware of a
change in the driving environment.
Description:
• An area within in the roadway set off from the typical
pavement (e.g. bituminous and concrete) by using
cobble stones, stamped concrete, etc.
Applications:
• Local streets.
• Used as community enhancement and/or as a
gateway treatment.
• Works well with raised crosswalk and intersection
applications.
Design/Installation Issues:
• In some cases, not preferred by bicyclists due to
rough surface.
Advantages:
• Designed to be aesthetically pleasing.
• May be used to define pedestrian crossing.
• May reduce speeds.
Disadvantages:
• Increased Maintenance.
• May increase noise.
Evaluation Considerations
Speed
Reduction
Traffic
Reduction
Fuel
Consumption
Air/Noise
Pollution
Cost Emergency
Services
Test vs.
Permanent
Other
Possible No Effect No Change Minimal
Effect
Low to
Medium
Minimal Impact Permanent
Installation
Only
City of Edina Transportation Policy
B-8
July 2004
Description:
• Raised islands located along the centerline of a
street that narrow the travel lanes at that location.
Applications:
• Are often nicely landscaped to provide visual amenity
and neighborhood identity.
• Can help pedestrianize streets by providing a mid-
point refuge for pedestrians crossings.
• Sometimes used on wide streets to narrow travel
lanes.
• Works well when combined with crosswalks.
Design/Installation Issues:
• Bicyclists prefer not to have the travel way narrowed
into path of motor vehicles.
• Islands need to be wide enough to allow signs to
mark them.
• Driving lanes in each direction should be 12 feet plus
gutter width.
• Driveways, alleys, and snowplow operations should
be considered.
• Should not be used where on-street parking needs
are extensive.
Advantages:
• Reduces pedestrian crossing width.
• Provides a refuge for pedestrians and
cyclists.
• Provides barrier between lanes of traffic.
• May produce a limited reduction in vehicle
speeds.
• May visually enhance the street through
landscaping.
• May prevent passing of turning vehicles.
• Preferred by fire department/emergency
response agencies to most other traffic
calming measures.
• May reduce traffic volumes.
• Self-enforcing.
Disadvantages:
• May reduce parking and driveway access.
• May reduce separation for bicycles and
pedestrians.
• May limit visibility of pedestrian crossings.
• May reduce driver sightlines if over-
landscaped.
• Increased maintenance.
Definition: An island or barrier in the center of a street that serves to segregate traffic. (Midblock medians, median
slowpoints, median chokers, central islands.)
Evaluation Considerations
Speed
Reduction
Traffic
Reduction
Fuel
Consumption
Air/Noise
Pollution
Cost Emergency
Services
Test vs.
Permanent
Other
Possible Possible No Effect No Effect Medium Minimal Impact Test
Installation
Possible
Increased
Maintenance
City of Edina Transportation Policy
B-9
July 2004
Description:
• Realignment of curb, reducing street width at
intersections.
Applications:
• Residential streets.
• Should not be used in locations where turn lanes or
through lanes would be lost.
• County typically does not allow neckdowns directly
• adjacent to county roads.
• Can be used in multiple applications or on a single
segment of roadway.
Design/Installation Issues:
• Must result in a minimum intersection opening and
radii to accommodate turning movements.
• Drainage issues may be significant.
• Vertical delineators or object markers are often used
to make visible to snowplow operators.
Advantages:
• May be aesthetically pleasing if
landscaped.
• Reduces pedestrian crossing distance.
• May reduce speeds and traffic volumes.
• Self-enforcing.
• May improve sight lines.
Disadvantages:
• Unfriendly to cyclists unless designed to
accommodate them.
• Landscaping may cause sight line
problems.
• Increased maintenance if landscaped.
• May impact drainage.
• May impact bicycle accommodations.
• May impact parking.
• May require signage that may be
considered unsightly.
Definition: Physical curb reduction of road width at intersections. Similar to lane narrowing but used at intersection(s).
Widening of street corners at intersections to discourage cut-through traffic and to help define neighborhoods. (Nubs,
bulb-outs, knuckles, intersection narrowings, corner bulges, safe crosses.)
Evaluation Considerations
Speed
Reduction
Traffic
Reduction
Fuel
Consumption
Air/Noise
Pollution
Cost Emergency
Services
Test vs.
Permanent
Other
Possible Possible Small
Increase
Small
Increase
Medium to
High
Minimal Impact Test
Installation
Possible
City of Edina Transportation Policy
B-1 0
July 2004
Advantages:
• Positive indication of a change in
environment from arterial/collector
roadways to residential street.
• May reduce entry speed.
• Helps give neighborhood a sense of
identity.
• Allows neighborhood creativity and
participation in design.
Disadvantages:
• Increased maintenance.
• Determination and agreement of
maintenance responsibility.
Gateway Treatment
Definition: Treatment to a street that includes a sign, banner, landscaping or other structure that helps to communicate
a sense of neighborhood identity.
Description:
• Monument or landscaping used to denote an
entrance into a neighborhood.
Applications:
• Used at entrances to residential neighborhoods
typically adjacent to collector or arterial roadways.
Design/Installation Issues:
• Determination and agreement for responsibility of
maintenance.
• Drainage issues may be significant.
• Must maintain proper intersection sight lines.
Evaluation Considerations
Speed
Reduction
Traffic
Reduction
Fuel
Consumption
Air/Noise
Pollution
Cost Emergency
Services
Test vs.
Permanent
Other
Possible Possible No Change Small
Decrease
Medium to
High
Minimal Impact Permanent
Installation
Only
Increased
Maintenance
City of Edina Transportation Policy
B-11
July 2004
Description:
• Curb extensions at midblock that narrow a street by
widening the boulevard or sidewalk area.
Applications:
• Works well with pedestrian crossings.
• Works well with speed humps, speed tables, raised
intersections, textured pavement, and raised median
islands.
• Some applications use an island, which allows
drainage and bicyclists to continue between the
choker and the original curb line.
Design/Installation Issues:
• Bicyclists prefer not to have the travelway narrowed
into the path of motor vehicles.
• Typically designed to narrow road to 22 feet for two-
way traffic with 1:10 tapers at the ends.
• Adequate drainage is a key consideration.
• Provides opportunity for landscaping.
• Vertical delineators, bollards or object markers are
often used to make visible to snowplow operators.
• Effective when used in a series.
• Avoid narrowings of two way traffic to single lanes.
• Avoid use in locations where at the crest of a hill and
on some curves.
• Parking must be restricted at the choker.
Advantages:
• Reduces pedestrian crossing width and
increases visibility of pedestrian.
• May reduce speed and traffic volume
• Self-enforcing.
• Preferred by many fire department/
emergency response agencies to most
other traffic calming measures.
Disadvantages:
• May impact parking and driveway access.
• Unfriendly to bicyclists unless designed to
accommodate them.
• May impact drainage.
Definition: Physical street narrowing to expand sidewalks and landscaped areas; possibly adding medians, on street
parking, etc. (Pinch points, lane narrowing, midblock narrowings, midblock yield points, constrictions.)
Evaluation Considerations
Speed
Reduction
Traffic
Reduction
Fuel
Consumption
Air/Noise
Pollution
Cost Emergency
Services
Test vs.
Permanent
Other
Probable Possible Small
Increase
Small
Increase
Medium Minimal Impact Test
Installation
Possible
May Impact
Drainage
City of Edina Transportation Policy
B-12
July 2004
Description:
• A series of narrowings or curb extensions that
alternate from one side of the street to the other
forming S-shaped curves.
Applications:
• Residential streets.
• Appropriate for midblock locations only.
• Most effective with equivalent volumes on both
approaches.
• Typically, is a series of at least three curb extensions.
• Can use on-street parking to create chicane.
• Very effective method of changing the initial
impression of the street. If designed correctly,
drivers will not be able to see through. Appears as a
road closure yet allows through movement.
Design/Installation Issues:
• Unless well designed, chicanes may still permit
speeding by drivers cutting straight paths across the
center line.
• Recommend shifts in alignment of at least one lane
width, deflection angles of at least 45 degrees, and
center islands to prevent drivers from taking a
straight "racing line" through the feature.
Advantages:
• Provides opportunity for landscaping.
• Pedestrians have reduced crossing
distance.
• Imposes minimal inconveniences to local
traffic.
• Accepted by public as speed control
device.
• May reduce speed and traffic volumes.
• Self-enforcing.
• Emergency response typically prefer two-
lane chicanes to speed humps.
Disadvantages:
• Can impact parking and driveway access.
• Street sweeping may need to be done
manually.
• May impact drainage.
• Typically, not appropriate for intersections.
• Not appropriate on some curves.
• May cause problems during winter.
• Increased maintenance.
• May create head-on conflicts on narrow
streets.
Definition: Mainline deviations to deter the path of travel so that the street is not a straight line (by the installation of
offset curb extensions). (Deviations, serpentines, reversing curves, twists.)
Evaluation Considerations
Speed
Reduction
Traffic
Reduction
Fuel
Consumption
Air/Noise
Pollution
Cost Emergency
Services
Test vs.
Permanent
Other
Probable Possible Slight
Increase
Slight
Increase
Medium to
High
Minimal Impact Test
Installation
Possible
City of Edina Transportation Policy
B-13
July 2004
Description:
• Revised street geometrics of an existing intersection
that typically improves and decreases the traffic
delay for the main through movement (vs. the less
important road).
Applications:
• Typically used to correct and provide a non-stop
condition for the legs of an existing intersection with
the larger traffic volume.
• Used to help define driver's right-of-way.
Design/Installation Issues:
• Drainage may be an issue.
• May require mitigation signage due to substandard
curvature of roadway.
Advantages:
• Provides a more fluent through movement
for the major roadway.
• Improves driver expectation by providing a
more typical intersection.
• May better define driver's right-of-way.
• May reduce traffic volume.
Disadvantages:
• May impact parking and driveway access.
• May impact drainage.
• May be perceived as an inconvenience by
some neighbors.
• May require additional right-of-way
acquisition.
••• .7,14 Rea igned Intersection
Definition: Physical realignment of intersection typically used to promote better through movements for a major
roadway (vs. a minor roadway). (Modified intersections.)
Evaluation Considerations
Speed
Reduction
Traffic
Reduction
Fuel
Consumption
Air/Noise
Pollution
Cost Emergency
Services
Test vs.
Permanent
Other
Varies Varies Small
Decrease
Small
Decrease
High Varies Permanent
Installation
Only
City of Edina Transportation Policy
B-14
July 2004
Description:
• Raised islands, placed in intersections, around which
traffic circulates (this is not a roundabout).
• Motorists yield to motorists already in the intersection.
• Require drivers to slow to a speed that allows them to
comfortably maneuver around them.
Applications:
• Intersections of local streets.
• One lane each direction entering intersection.
Design/Installation Issues:
• Typically circular in shape, though not always.
• Often controlled by YIELD signs on all approaches, but
many different signage approaches are used.
• Key design features are the offset distance (distance
between projection of street curb and center island),
lane width for circling the circle, the circle diameter,
height of mountable outer ring for large vehicles such
as school buses and trash trucks, and potential for
pedestrian path-vehicle path conflicts.
• Usually landscaped in center islands. Quality of
landscaping and its maintenance are key issues.
• Landscaping needs to be designed to allow adequate
sight distance.
• Not typically used at intersections with high volume of
large trucks and buses turning left.
Advantages:
• No effect on access.
• May reduce speed and traffic volumes.
• Effective in reducing intersection collisions.
• Self-enforcing.
Disadvantages:
• Can result in bicycle/auto conflicts at
intersections because of narrowed travel
lane.
• May require parking restrictions at
intersection.
• Left turns may be confusing.
• Care must be taken to avoid routing
vehicles through unmarked crosswalks on
side-street approach.
• Increased maintenance.
Definition: Circular, raised island placed within the middle of intersections, requiring vehicles to divert around them,
potentially forcing drivers to slow down as they traverse around the circle. (Intersection islands, similar to roundabouts.)
Evaluation Considerations
Speed
Reduction
Traffic
Reduction
Fuel
Consumption
Air/Noise
Pollution
Cost Emergency
Services
Test vs.
Permanent
Other
Possible Possible Slight
Increase
Small
Increase
Medium Possible
Increased
Response Time
Test
Installation
Possible
Increased
Maintenance
City of Edina Transportation Policy
B-15
July 2004
Advantages:
• Reduces speed at intersection approach
• Longer speed reduction influence zone.
• May reduce traffic volumes.
• Effective in reducing intersection collisions.
• Self-enforcing.
• Provides space for landscaping.
• Provides a good environment for bicycles.
• Provides equal access to intersections for
all drivers.
• Cheaper to maintain than a traffic signal.
Disadvantages:
• Requires a larger amount of right-of-way
than a typical intersection.
• May require additional lighting and signing.
• Initial safety issues as drivers adjust.
• Increased maintenance responsibilities.
Truck
Apron
One-way
operation at 15-
20 mph Yield at
Entry
Circular Roadway
Splitter Island
Nt'4,..-7•zier
Definition: Raised circular areas (similar to medians) placed at intersections. Drivers travel in a counterclockwise
direction around the circle. Modern 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. (Rotaries.)
Description:
• Circular intersections with specific design and traffic
control features including yield control of all entering
traffic, channelized approaches, and appropriate
geometric curvature to ensure travel speeds within
the roundabout are less than 30 mph.
Applications:
• Intersections of local, collector and arterial streets.
• Used to improve the operation of an intersection.
• Sometimes used as community enhancement as a
gateway treatment.
• Used in high crash areas where the crash type is
inclined to be corrected by the use of a roundabout.
Design/Installation Issues:
• Adequate speed reduction.
• Design vehicle consideration.
• Pedestrian crossings located at least one vehicle
length upstream from crossing and only across legs.
• Circulating vehicles have the right-of-way.
• All vehicles circulate in a counter-clockwise direction
and pass to the right of the central island.
• Incorporate splitter islands to separate traffic, to
deflect entering traffic, and to provide opportunity for
pedestrians to cross in two stages.
Evaluation Considerations
Speed
Reduction
Traffic
Reduction
Fuel
Consumption
Air/Noise
Pollution
Cost Emergency
Services
Test vs.
Permanent
Other
Probable Possible No Effect Slight
Increase
Medium to
High
Possible
Increased
Response Time
Permanent
Installation
Only
Increased
Maintenance
City of Edina Transportation Policy
B-16
July 2004
Description:
• Barriers placed diagonally across an intersection,
blocking the through movement.
Applications:
• Used only on local roadways.
• Closures are typically applied only after other
measures have failed or have been determined to be
inappropriate.
• Often used in sets to make travel through
neighborhoods more circuitous - typically staggered
internally in a neighborhood, which leaves through
movement possible but less attractive than
alternative (external) routes.
• Closures have been used as a crime prevention tool.
Design/Installation Issues:
• Provisions are available to make diverters passable
for pedestrians and bicyclists.
• There may be legal issues associated with closing a
public street.
• Barriers may consist of landscaped islands, walls,
gates, side-by-side bollards, or any other obstruction
that leave an opening smaller than the width of a
passenger car.
• Diverter width and curvature is dependent upon the
intersection roadway widths.
Advantages:
• Typically reduces traffic volumes.
• Reduces speeds at the closure area.
• Bicycles /pedestrians may not be
restricted.
Disadvantages:
• May divert significant traffic volumes to
parallel local streets.
• No significant effect on vehicle speeds
beyond the closed block.
• Increased emergency response in most
cases.
• Interrupts street network connectivity.
• May impact drainage.
• May impact parking.
• Tends to increase travel distance.
• May increase maintenance.
F
Diagonal Road Clo-eu e
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. (Diagonal diverter.)
Evaluation Considerations
Speed
Reduction
Traffic
Reduction
Fuel
Consumption
Air/Noise
Pollution
Cost Emergency
Services
Test vs.
Permanent
Other
Probable Probable Small
Increase
Small
Increase
Low to
Medium
Varies Test
Installation
Possible
City of Edina Transportation Policy B-1 7
July 2004
Description:
• Barriers that block travel in one direction for a short
distance on otherwise two-way streets (when two
half-closures are placed across from one another at
an intersection, the result is a semi-diverter).
Applications:
• Closures are typically applied only after other
measures have failed or been determined to be
inappropriate.
• Often used in sets to make travel through
neighborhoods more circuitous - typically staggered
internally in a neighborhood, which leaves through
movement possible but less attractive than
alternative (external) routes.
• Closures have been used as a crime prevention tool.
• Intended to reduce the through traffic in one direction
without the negative access issues of one-way
streets.
Design/Installation Issues:
• Partial closure must extend to centerline of the
affected street.
• A minimum opening of 14 feet must be maintained.
• Provisions are available to make diverters passable
for pedestrians and bicyclists.
• Barriers may consist of landscaped islands.
Advantages:
• Typically reduces traffic volumes (mostly in
one direction and possibly in the other).
• Reduces speeds at the closure area.
• Allows two-way traffic in the remainder of
the street.
• Shorter pedestrian crossing distance.
Disadvantages:
• May divert significant traffic volumes to
parallel local streets.
• No significant effect on vehicle speeds
beyond the closed block.
• Interrupts street network connectivity.
• Enforcement issues (compliance may not
be 100%)
• Increased maintenance if landscaped.
• Emergency vehicles may be minimally
affected (they have to drive around partial
closure with care).
• Reduces access to residents.
ZID
L o
Definition: Physical blockage of one direction of traffic on a two-way street. The open lane of traffic is signed "One
way", and traffic from the blocked lane is not allowed to go around the barrier through the open lane. (Half closure.)
Evaluation Considerations
Speed
Reduction
Traffic
Reduction
Fuel
Consumption
Air/Noise
Pollution
Cost Emergency
Services
Test vs.
Permanent
Other
Possible Probable Small
Increase
Small
Increase
Medium Minimal Impact Test
Installation
Possible
City of Edina Transportation Policy
B-18
July 2004
Description:
• A street with no outlet that eliminates cut-through
traffic.
Applications:
• Used only on local streets.
• Cannot be used on truck routes, bus routes, snow
emergency routes, through streets, or any other
major roadway.
Design/Installation Issues:
• Must be a minimum of 120 feet of right-of-way
(diameter) to accommodate the minimum turn-around
radius of 40 feet.
• Obtain approval of police, fire and emergency
medical services.
Advantages:
• Eliminates through traffic.
• Reduces speed of the remaining vehicles.
• Improves safety for all the street users.
• Pedestrian and bike access maintained.
Disadvantages:
• Reduces emergency vehicle access.
• Reduces access to properties for
residents.
• May be perceived as an inconvenience by
some neighbors and an unwarranted
restriction by the general public.
• May increase trip lengths.
• May increase volumes on other streets.
• May require additional right-of-way
acquisition.
Definition: Physical street closure resulting in a dead end (no outlet) constructed with a circular turn-around area.
Evaluation Considerations
Speed
Reduction
Traffic
Reduction
Fuel
Consumption
Air/Noise
Pollution
Cost Emergency
Services
Test vs.
Permanent
Other
Probable Yes Small
Increase
Small
Increase
High Possible
Increased
Response Time
Test
Installation
Possible
City of Edina Transportation Policy
B-19
July 2004
Description:
• Raised islands in the centerline of a street that
continues through an intersection that blocks the left
turn movement from all intersection approaches and
the through movement at the cross street.
Applications:
• Median closures are typically applied only after other
measures have failed or been determined to be
inappropriate.
• Intended to reduce the through traffic in one direction
without the negative access issues of one-way
streets.
Design/Installation Issues:
• A minimum opening of 14 feet must be maintained.
• Provisions are available to make diverters passable
for pedestrians and bicyclists.
• Barriers may consist of landscaped islands.
Advantages:
• Typically reduces traffic volumes (mostly in
one direction and possibly in the other).
• Reduces speeds at the median area.
• Allows two-way traffic in the remainder of
the street.
• Shorter pedestrian crossing distance.
Disadvantages:
• May divert significant traffic volumes to
parallel local streets.
• No significant effect on vehicle speeds
beyond the closed block.
• Interrupts street network connectivity.
• Enforcement issues (compliance may not
be 100%)
• Increased maintenance if landscaped.
• Emergency vehicles may be minimally
affected.
• Reduces access to residents.
Median Barriers
Definition: Raised island or barrier in the center of the street that serves to segregate traffic.
Evaluation Considerations
Speed
Reduction
Traffic
Reduction
Fuel
Consumption
Air/Noise
Pollution
Cost Emergency
Services
Test vs.
Permanent
Other
Small
Possibility
Possible No Effect No Effect Varies Possible
Increased
Response Time
Test
Installation
Possible
City of Edina Transportation Policy
B-20
July 2004
Advantages:
• Typically reduces traffic volumes.
• May reduce speeds at island area.
Disadvantages:
• May divert significant traffic volumes to
parallel streets.
• Emergency vehicles may be minimally
affected (they have to drive around island
with care).
• May interrupt street network connectivity.
• May increase travel distance.
Description:
• Raised island barriers placed at intersections,
typically blocking the through movement.
Applications:
• Used only on local roadways.
• Physical barrier used to divert traffic to help prevent
the temptation of drivers from making an illegal
turning or through movement.
• Intended to reduce traffic volume or to prevent a
turning movement due to safety constraints.
• Used for access management.
Design/Installation Issues:
• Island width and curvature is dependent upon the
intersection roadway widths.
• Must design corner radii to accommodate vehicle
turning movements (e.g. Trucks and buses).
Forced Turn Islands
Definition: Small traffic islands installed at intersections to channel turning movements. (Forced turn barriers,
diverters.)
Evaluation Considerations
Speed
Reduction
Traffic
Reduction
Fuel
Consumption
Air/Noise
Pollution
Cost Emergency
Services
Test vs.
Permanent
Other
Possible Possible Small
Increase
Small
Increase
Low to
Medium
Possible
Increased
Response Time
Test
Installation
Possible
City of Edina Transportation Policy
B-21
July 2004
Description:
• Use of local police to enforce traffic laws appropriate
to traffic problems identified in a neighborhood.
Applications:
• Should only be used when specific problems are
outlined or documented.
• Can be used in conjunction with speed wagon
applications.
Design/Installation Issues:
• No design needed in a physical sense.
• Due to staff time constraints, every effort should be
made to clearly identify the problem (e.g. speeding,
driving in the parking lane, running stop signs, etc.)
• The problem should be narrowed down to the
occurrence day, time, specific location, or vehicle
type.
• Follow-ups indicating the impact of enforcement are
needed to determine the effectiveness. Advantages:
• Good temporary public relations tool.
• Serves to inform public that traffic law
violations are undesirable behavior for
which there are consequences.
• Easy to implement.
• Can result in area-wide positive impacts.
Disadvantages:
• Effect is not permanent.
• Enforcement is an expensive tool.
Targeted Police Enforcement
Definition: Specific monitoring of speeding and other violations by police due to observed, frequent law disobedience.
Considerations
Speed
Reduction
Traffic
Reduction
Fuel
Consumption
Air/Noise
Pollution
Cost Emergency
Services
Test vs.
Permanent
Other
Depends
on
Amount
Possible No Effect No Effect High No Effect Temporary
City of Edina Transportation Policy
B-22 July 2004
Description:
• Tool to help raise driver awareness.
• Displays speeds of passing vehicles on a reader
board
• Used in areas with frequent speeding
• Stationary Radar Signs direct a motorist's attention to
the posted speed limit and displays the speed of the
driver's vehicle on a large message board.
• Purpose is to remind drivers that they are speeding
to help encourage compliance.
Applications:
• The Police Department may use it as a "speed
checkpoint" and have an officer present to issue
citations to violators.
• Portable Radar Sign on a dolly enables residents to
borrow and place on their street
• Stationary Radar Signs are used in locations that do
not qualify for other physical measures, such as
speed humps.
Design/Installation Issues:
• Needs power to function.
Stationary Radar Signs Radar Dolly
Advantages:
• Heightens driver awareness of the speed
limit and the speed they are traveling.
Disadvantages:
• May provide only short-term effectiveness.
• Vandalism may be an issue.
Radar Speed Trailer
rx-Trown,-. adar peea Display Units
Definition: Driver feedback signs that use radar to provide motorists with an instant message, displayed on a reader
board, telling them how fast they are driving. (Permanent Radar Signs.)
Evaluation Considerations
Speed
Reduction
Traffic
Reduction
Fuel
Consumption
Air/Noise
Pollution
Cost Emergency
Services
Test vs.
Permanent
Other
Probable No Effect No Effect No Effect Low No Effect Temporary or
Permanent
City of Edina Transportation Policy B-23
July 2004
•
eigh or bad Traffic Safety Campaigns
Definition: Educational campaign used to appeal for compliance with traffic laws.
Description:
• Neighborhood traffic safety campaigns that typically
consist of personalized letters or general flyers that
are distributed to all residents of a neighborhood that
cite statistics on speeding within the neighborhood
and appeal for compliance with traffic laws.
Applications:
• Used in local residential neighborhoods.
Design/Installation Issues:
• Target all residents of an entire neighborhood (not
certain individuals).
Advantages:
• Low cost.
• May reduce speeds.
• Residents may feel better after the
experience despite lack of noticeable
results.
Disadvantages:
• Effects may be short term.
Evaluation Considerations
Speed
Reduction
Traffic
Reduction
Fuel
Consumption
Air/Noise
Pollution
Cost Emergency
Services
Test vs.
Permanent
Other
Possible No Effect No Effect No Effect Low No Effect Temporary or
Permanent
City of Edina Transportation Policy B-24
July 2004
Advantages:
• Relatively inexpensive installation cost.
• Effectively defines driver's right-of-way.
• Reduces speed at the intersection.
Disadvantages:
• When not warranted and used improperly,
they typically cause negative traffic safety
impacts (non-compliance with the signs
and increased accidents).
• May result in increased mid-block
speeding.
• Full compliance with stop control is rare.
Definition: A regulatory sign that gives notice to road users that traffic is required to stop. Used to assign right-of-way
at an intersection. Recommended for installation only when specific warrants are met in accordance with the Minnesota
Manual on Uniform Traffic Control Devices (MMUTCD). Stop signs are generally not installed to divert traffic or reduce
speeding.
Description:
• An octagonal sign with a white legend and border on
red background used to require traffic to stop.
Applications:
• Used at an intersection of a less important road with
main road where application of the normal right-of-
way rule would not be expected to provide a
reasonably safe operation.
• Used at a street entering a through highway or street.
• Used at an unsignalized intersection in a signalized
area.
• Used when abnormal conditions exist such as very
high speeds, restricted view or crash records indicate
a need for stop control.
Design/Installation Issues:
• Stop signs should not be used for speed control.
• Stop signs should be installed in manner that
minimizes the numbers of vehicles having to stop.
• In most cases, the street carrying the lowest volume
should be stopped. A stop sign should not be
installed on the major street unless justified by a
traffic engineering study.
Evaluation Considerations
Speed
Reduction
Traffic
Reduction
Fuel
Consumption
Air/Noise
Pollution
Cost Emergency
Services
Test vs.
Permanent
Other
Varies
(may
increase)
Varies Small
Increase
Small
Increase
Low Possible
Increased
Response Time
Temporary or
Permanent
Must meet
MMUTCD
warrants
City of Edina Transportation Policy B-25
July 2004
estp Turn
Definition: The use of regulatory signs to restrict turning movements entirely or partially (e.g. restrictions for certain
time periods during peak traffic periods).
Description:
• Prohibition of turns typically regulated by signs
placed where they will most be easily seen by road
users who might be intending to turn.
Applications:
• Used to restrict right, left and U- turns at intersections
to work in conjunction with medians, signal systems,
etc.
• Used during certain time periods (peak traffic hours)
to help maintain safety of certain driving situations.
Design/Installation Issues:
• Most effective when applied to peak traffic hours.
• Consideration should be given to install physical
barriers (active devices) to aid in the enforcement of
the regulatory sign (passive device).
Evaluation Considerations
Advantages:
• Low installation cost.
• May increase safety.
Disadvantages:
• High violation rates without constant
enforcement or physical barriers.
• May inconvenience residents.
Speed
Reduction
Traffic
Reduction
Fuel
Consumption
Air/Noise
Pollution
Cost Emergency
Services
Test vs.
Permanent
Other
Varies Yes Small
Increase
No Effect Low No Effect Temporary or
Permanent
City of Edina Transportation Policy
B-26
July 2004
Advantages:
• May increase roadway capacity.
• May reduce traffic volumes.
Disadvantages:
• May inconvenience residents.
• May increase speeds.
• Enforcement issues.
• May increase volumes on other streets.
Definition: Streets that are designated for use by traffic in one direction only. Typically controlled by the use of "One-
Way' regulatory signs.
Description:
• One-way signs used to indicate streets upon which
vehicular traffic is allowed to travel in one direction
only.
Applications:
• Used to restrict through traffic in isolated applications
or in combinations that create maze-like routes
through a neighborhood.
• Used to increase street capacity and traffic flow.
Design/Installation Issues:
• Combine one-way streets in ways that force turns
every block or two to avoid speeding or cut-through
problems.
Evaluation Considerations
Speed
Reduction
Traffic
Reduction
Fuel
Consumption
Air/Noise
Pollution
Cost Emergency
Services
Test vs.
Permanent
Other
No Possible Small
Decrease
Small
Decrease
Low Varies Temporary or
Permanent
City of Edina Transportation Policy B-27
July 2004
Description:
• "Rest on Red" is an application of a signal system
where all approaches to an intersection face red
lights. If advance loops detect an approaching
vehicle moving at or below the desired speed and no
other vehicle is being served at the cross street, the
signal turns green. If speeding is detected, the green
phase is not triggered until the vehicle comes to rest
at the stop line.
• "Rest on Green" is an application of a signal system
where approaches along a main street will have a
green light. If the traffic on the main street is moving
at or below the desired speed and no one is waiting
on the side street, the light will remain green on the
main street. The signal will switch to red if speeding
is detected.
Applications:
• An application of a signal system used to control
speed.
Design/Installation Issues:
• Should not be used on roadways with high levels of
traffic due to operational concerns.
• May be used at non-peak times at some
intersections.
Advantages:
• Punishes or rewards based on compliance
with speed limits.
• Somewhat self-enforcing.
Disadvantages:
• May affect intersection operation if used at
intersections with high levels of traffic.
Definition: Semi-actuated traffic signals that are programmed to rest on green or red for the different legs of the
intersection. Typically, signals are dependent upon traffic demand and maximized based upon total intersection delay
with the rest on red given to the leg with the lower approach volume.
Evaluation Considerations
Speed
Reduction
Traffic
Reduction
Fuel
Consumption
Air/Noise
Pollution
Cost Emergency
Services
Test vs.
Permanent
Other
Possible Varies Varies Varies High No Effect Temporary or
Permanent
Other
Agency
Approval
.AMMIN.MEN 1=1n IMMEn •
City of Edina Transportation Policy
B-28
July 2004
Advantages:
• Provide important information while
allowing minimal diversion of driver
attention from the roadway.
• Perception of narrowing the roadway may
modestly reduce speeds.
Disadvantages:
• Visibility of markings can be limited by
snow, debris and water.
• Marking durability is limited.
Description:
• Centerline, edgeline and transverse markings on the
street used to provide guidance and information to
the driver.
Applications:
• Used to supplement other traffic control devices.
• Used to effectively convey regulations, guidance or
warning.
• Centerlines and edgeline use may have the effect of
visually narrowing the roadway.
• Used to create bicycle lanes.
• Patterns of transverse markings placed across travel
paths used to help slow traffic at intersections and at
horizontal curve locations.
Design/Installation Issues:
• The materials used for markings should provide the
specified color throughout their useful life.
• Consideration should be given to selecting materials
that will minimize tripping or loss of traction for
pedestrians and bicyclists.
Pavement Striping
Definition: Paint or thermoplastic street markings commonly placed for delineation that provides guidance and
information to the road user.
Evaluation Considerations
Speed
Reduction
Traffic
Reduction
Fuel
Consumption
Air/Noise
Pollution
Cost Emergency
Services
Test vs.
Permanent
Other
Possible No Effect No Effect No Effect Low No Effect Permanent
Installation
Only
City of Edina Transportation Policy B-29
July 2004
Appendix C — Application Request for Neighborhood
Traffic Management Plan
City of Edina Transportation Policy July 2004
Neighborhood Traffic Management Plan Application Petition Form
Contact Name Day Phone
Address
E-mail Address
Traffic Calming Measure Requested (List one only)
1
( Proposed Location from: to
(street name) (street name)
We, the undersigned, as residents, hereby request the evaluation of the traffic management device listed
above. We understand we may be assessed for part of the cost for the device.
Please list all addresses in the potentially benefited area. One signature per household or business.
Date Name (please print)
Address Signature
Page of
Please return the completed application form along with the signed petition forms to:
City of Edina, Engineering Department
4801 W. 50th Street, Edina, MN 55424-1394
on
(street name)
sf ed/relec)'-- t
I c3A_
Appendix D Petition-to-Study
City of Edina Transportation Policy July 2004
The City Council
City of Edina
Petition
Petition Instructions
This petition form is to be used to ask the Edina City Council to consider the
following types of improvements:
SIDEWALK
ALLEY PAVING
WATER MAIN
STORM SEWER
PERMANENT STREET SURFACING WITH CURB AND GUTTER
CURB AND GUTTER ONLY
(WITHOUT PERMANENT STREET SURFACING)
SANITARY SEWER
STREET LIGHTING
or another improvement you describe (called OTHER on this form).
You may use another petition form if you wish but the city council may reject such
petitions unless they contain the following information:
1. Type of improvement(s) requested, e.g., SIDEWALK, STORM
SEWER, WATER MAIN, etc.
2. Precise location(s) of the requested improvements
3. A statement that all who sign the petition understand that the city
council may assess the costs of these improvements against the proper-
ties benefiting from the improvements in amounts determined by the
council
4. Printed name of property owner, owner's signature and phone num-
ber, and property address
5. Signature of person circulating the petition
If you have questions, please call the City Clerk at 927-8861 between 8:00AM
and 4:30PM.
DEBRA MANGEN
CITY CLERK
City of Edina, Minnesota
CITY COUNCIL
4801 West 50th Street • Edina, Minnesota 55424
(612) 927-8861 • (612) 927-7645-FAX • (612) 927-5461-TDD
DATE:
PETITION TO THE CITY COUNCIL
0 SIDEWALK El ALLEY PAVING El WATERMAIN
E. STORM SEWER C SANITARY SEWER
El STREET LIGHTING
C CURB AND GUTTER ONLY CI PERMANENT STREET El OTHER:
SURFACING WITH
CURB AND GUTTER
To the Mayor and City Council:
The persons who have signed this petition ask the City Council to consider the improvements listed above to
the locations listed below.
between and
LOCATION OF IMPROVEMENT BY STREET NAME
between
ADDRESS
and
ADDRESS
LOCATION OF IMPROVEMENT BY STREET NAME
between
ADDRESS
and
ADDRESS
LOCATION OF IMPROVEMENT BY STREET NAME
between
ADDRESS
and
ADDRESS
LOCATION OF IMPROVEMENT BY STREET NAME ADDRESS ADDRESS
IMPORTANT NOTE: THE PERSONS WHO HAVE SIGNED THIS PETITION UNDERSTAND THAT
THE CITY COUNCIL MAY ASSESS THE COSTS OF THESE IMPROVEMENTS AGAINST THE
PROPERTIES BENEFITING FROM THE IMPROVEMENTS IN AMOUNTS DETERMINED BY THE
COUNCIL AS AUTHORIZED BY CHAPTER 429, MINNESOTA STATUTES.
PROPERTY OWNER'S
SIGNATURE
OWNER'S NAME
(PRINTED)
PROPERTY ADDRESS OWNER'S
PHONE
This petition was circulated by:
NAME ADDRESS
PHONE
There is space for more signatures on the back or you may attach extra pages. SEPTEMBER 19G0
PROPERTY OWNER'S OWNER'S NAME PROPERTY ADDRESS OWNER'S
SIGNATURE (PRINTED) PHONE
MINUTES OF THE
Regular Meeting of the
Edina Transportation Commission
Thursday, July 22, 2004
Edina City Hall
4801 West 50th Street
Community Room
MEMBERS PRESENT:
Chairperson Fred Richards, Marie Thorpe, Jean White, Warren Plante, Joni
Bennett, Les Wanninger, Dean Dovolis, Bill Skallerud
MEMBERS ABSENT:
STAFF PRESENT:
Wayne Houle, Steve Lillehaug, Sharon Allison
I. Approval of Minutes from June 24, 2004.
Bennett presented amendments to the minutes. After the Commissioners reviewed the
amendments, Bennett moved that her corrections be made to the minutes. The motion
failed for lack of support.
A motion was made by Dovolis and seconded by White to accept the minutes as
submitted. Abstained — Skallerud. Opposed — Bennett.
Presentation and Review of Transportation Commission Policy (Revisions)
Lillehaug informed Commissioners that information on the Transportation Commission
is now on the website. He stated that all approved minutes and current agenda, along
with pertinent approved policies and applications will be listed.
a. Policy Revisions
Lillehaug went through the draft policy, highlighting areas where changes were made as
a result of Commissioners and staff recommendations. Lillehaug said a title page was
added to include contributors to the formulation of the policy. Other changes
recommended by Commissioners and staff are also reflected in the revisions.
Lillehaug noted that White recommended including calming measures on arterials in the
roadway design which he explained would be in opposition to what the policy is trying to
accomplish (getting the arterials to move traffic through and off residential streets).
White said her recommendation to include arterial roadways is a reflection of 50th &
France (an arterial) where strippings were added to allow traffic to flow more easily.
1
b. Appendix B — Traffic Management Devices/Measures
Lillehaug said some revisions were made to this section. He said Police, Fire and
Public Works would be reviewing the draft policy concurrently and giving their feedback.
Regarding speed enforcement, Lillehaug said it is often a misconception that stop signs
help to reduce speed and accidents. Stop signs are typically used to indicate drivers'
right-of-way at an intersection.
c. Appendix C — Application Request
A Neighborhood Traffic Management Plan Application was added for residents to use to
submit requests. This will be added to the website upon approval.
d. Appendix D — Petition-to-Study
The current Petition Application being used by the City will be used.
Ill. Handout — Examples of Traffic Calming in Minnesota
Lillehaug reviewed a 1999 report compiled by a consultant for the MN Local Road
Research Board and Mn/DOT. The report, Effective Traffic Calming Applications and
Implementation, is a listing of various traffic calming devices that were implemented in
various Minnesota cities and residents' reactions to the effectiveness of each
implementation.
Bennett noted that the examples in the report included traffic calming devices on minor
and major arterial streets. Lillehaug said based on the report it is possible, however,
they must approach this with caution because traffic could move from arterial to
residential roadways. Houle said it is his understanding that the State does not typically
allow traffic calming devices on State Aid roads because they are collector roads and
they will not fund maintenance of these devices. 50th and France was pointed out as an
example of a county road with traffic calming implementation. Dovolis suggested
creating a policy for arterial roadways so that devices can be implemented where
possible.
IV. Review/Discussion/Recommendations of Transportation Commission
Policy (continued from previous meeting)
White asked if the Commission is going to initiate or wait for residents to bring issues
forward. Richards said the Commission could begin working on studies as soon as they
adopt the policy, but the Council is expecting them to respond to the Task Force
findings regardless of neighborhood requests.
The procedure for residents to bring issues forward will start by residents submitting a
Neighborhood Traffic Management Plan Application. The Petition-to-study process will
be conducted after the application has been submitted. After the policy is adopted,
Houle said staff will create a fact sheet listing the step-by-step procedure for residents
to follow.
2
c()-1(01/41
Plante suggested adding language under the Vision of the policy to reflect the business
sector. Bennett submitted her re-wording of the Vision statement. Wanninger
suggested submitting all re-wording changes to staff and allow staff to incorporate all
the changes into the policy.
Bennett said her name was listed incorrectly on the title page. It should be listed as
Joni Kelly Bennett.
Wanninger said he agrees with including arterial in the scope of the policy to the extent
that they can make the arterials safer but not to discourage traffic as stated in the
Roadway Design, item #4. The recommendation is to separate arterial from item #4.
Bennett said the Edina Transportation Plan of 1999 states that "traffic calming can be
appropriate on lower volume local and collector streets...lt should not be employed
solely as a means to discourage thru traffic in a neighborhood." She asked what is the
intent in terms of consistency. Houle stated that the intention is to update the
Transportation Plan with the ETC Plan.
White asked if implementation of traffic calming devices would result in cut-thru traffic
reduction in neighborhoods or at least to an acceptable level. Dovolis said they do not
want to reduce/discourage traffic on arterial roads, which is where the conflict is in item
#4. White stated her concern is that speed does not increase on arterial roads. Houle
said in some cases an arterial should be at a faster speed to avoid cut-thru traffic.
Instead of using "...supplements..." on page 2, under the heading City of Edina
Transportation Commission Policy, Bennett suggested using 'incorporates or adopts'
because the draft policy is restating what is already in the Edina Transportation Plan.
Bennett suggested rewording item #7 on page 2 to read as "Encourage beautification of
local corridors where appropriate, with amenities such as boulevard trees, decorative
street lighting and monuments."
Wanninger suggested expanding item #9 on page 3, to include a public relations
campaign that focuses on individual responsibilities to each other rather than individual
rights. Thorpe suggested creating an action plan that will outline how the Commission
will address the education issue and how/where people will get the information. Houle
said an Action Plan is listed on page 6 that outlines different ways in which the public
will be informed.
Bennett's suggestion of possible conflict between item #11 on page 3 and page 2 will be
deferred to the City Attorney. Bennett asked what was the definition of non-local traffic
in item #11, page 3. Houle said if not already listed under definitions, staff will have to
create one. Thorpe suggested there might be two categories of definitions: one for local
traffic and one for the regional system. Lillehaug said the policy is not for all streets as
a whole. Thorpe said this confirms the need for more than one definition.
3
Regarding item #12, page 3, Bennett asked if it's feasible to add "....by the Planning
Commission and residents,...." since questions or concerns may not always originate
with the Planning Commission. Wanninger asked if the Planning Commission usually
consider traffic issues in their planning. Skallerud said it is done on a case-by-case
basis. Plante asked if the traffic impact was a big issue during planning of the 70th
Street & Metro project. Skallerud said the residents were more concerned about safety
issues and less about traffic. Bennett asked if there's a way to create a procedure for
public comment on issues that may have been overlook. Houle suggested having a
workshop with Council to get their feedback on some of these issues before the policy is
adopted.
The review and discussion of the draft policy ended at page 3.
V. Other Governmental Activities
White reported there will be a public comment period for the 35W/Crosstown expansion
through August 19th ; Street Car Memories by the Edina Historical Society on August 7 th,
10-1 p.m.; and a special segment by KSTP called Street Speeders where they targeted
motorists on Cedar Lake Rd and Shady Oak Rd driving over the speed limit.
Residents in attendance commented as follow:
Kristy Anderson, regarding Bennett's changes to the minutes, Ms. Anderson stated that
inaccuracies in the minutes are not a negative reflection on the person taking the
minutes. She said failure of the Commissioners to be willing to adopt changes to create
accurate minutes reflect poorly on the Commissioners.
Jennifer Janovy stated she is concerned that the policy has plagiarizing issues by using
documents and photos without giving credit to the original author.
Rob Webb, 4516 Drexel, thanked the Commissioners for taking their time to work on the
transportation issues.
Richards stated that White had suggested inviting a member of the 494 Commission to
update the Commissioners on their activities and he recommended doing this after
they've had a chance to review the draft policy in its entirety.
Richards asked if the draft policy should be circulated to the city departments now or
later. Houle suggested circulating it before the Commissioners get to the traffic calming
devices so that they can give some input on them.
Meeting adjourned at 8:20 p.m. Next meeting is scheduled for August 26, 2004, 6:00-
8:00 p.m. in the Community Room, City Hall.
4
To:
From:
Subject:
Transportation Commissioners
Steven Lillehaug, P.E.
Traffic Engineer
Traffic Management Devices
and Measures — City Staff
Comments
Regular Transportation
Commission Meeting
Date: August 26, 2004
Agenda Item # II.b.
Recommendation/Motion
Z Information
Discussion
Info/Background:
City staff from the Engineering, Public Works, Planning, Police and Fire Departments
were presented with an overview of each traffic management device included in the
DRAFT Transportation Commission Policy. The attached information presents a
summary of comments from the different City departments that would be affected by
the potential use of traffic management devices throughout the City.
TRAFFIC MANAGMENT uEVICES/MEASURES
(Not in priority order)
PAGE
NO.
TRAFFIC
MANAGEMENT
DEVICE/MEASURE ENGINEERING PUBLIC WORKS PLANNING
Police Department &
Fire Department
B-4 Speed Hump low cost, simple speed reduction tool neutral - needs to be plowable, sweepers may
leave debris
negative, may not be effective unless used in
series
negative - increased response time
B-5 Speed Table low cost, simple speed reduction tool - need
to maintain specific and consistent
construction details
neutral - needs to be plowable, sweepers may
leave debris
negative, may not be effective unless used in
series
negative - increased response time
B-6 Raised Crosswalk low cost, simple speed reduction tool and
raises awareness for effective pedestrian
crosswalk
negative positive negative - increased response time
B-7 Raised Intersection positive for intersection with high pedestrian
volume
negative positive neutral - possible increased response time
B-8 Textured Pavement neutral positive - needs to be plowable
negative - diffucult to repair
positive neutral
B-9 Center Island
Narrowings
neutral neutral neutral positive-maintain adequate width for fire
trucks-prefered over humps
B-10 Neckdowns positive - need to maintain proper tuming
movements
negative - plowing concerns positive preferred over humps/tables
B-11 Gateway Treatment neutral negative - plowing concerns positive neutral
B-12 Choker effective for midblock speed reduction,
provides minimal inconvenience
neutral positive preferred over humps/tables
B-13 Chicane effective for midblock speed reduction,
provides minimal inconvenience
negative positive preferred over humps/tables
B-14 Realigned Intersection positive positive positive positive
B-15 Traffic Circle positive - good option in lieu of unwarranted
STOP signs - does not require complete
STOP
neutral positive Ensure adequate turning movements and
mountable curbs
B-16 Roundabout typically used on higher volume roads
(collectors and arterials) - effective in
reducing intersection collisions
neutral positive neutral
B-17 Diagonal Road
Closures
negative negative negative negative - interrupts street network
City of EdinaTransportation Policy B-1 July 2004
TRAFFIC MANAGMENT DEVICES/MEASURES
(Not in priority order)
PAGE
NO.
TRAFFIC
MANAGEMENT
DEVICE/MEASURE ENGINEERING PUBLIC WORKS PLANNING
Police Department &
Fire Department
8-18 Partial Street Closure neutral neutral - may have plowing issues negative may pose delay if vehicle blocking throat of
opening
8-19 Cul-de-sac difficult to implement on existing steets - may
have much opposition from residents due to
potential of diverted traffic
positive - must have adequate radius negative neutral
B-20 Median Barriers positive positive neutral neutral
8-21 Forced Turn Islands positive positive positive neutral
8-22 Targeted Police
Enforcement
positive, easy to implement positive positive neutral
B-23 Radar Speed Units positive positive positive neutral
8-24 Neighborhood Traffic
Safety Campaigns
positive, low cost neutral neutral neutral
8-25 Stop Sign Install ONLY when warranted in accordance
with policy and guidelines - do not use for
speed control
positive neutral neutral
B-26 Turn Restrictions low cost, may increase safety positive positive neutral
8-27 One-Way Streets may increase volumes and speeds positive positive neutral
B-28 Traffic Signal
("Rest on Red" and
"Rest on Green")
typically limited to existing (or proposed,
warranted signals) most of which are on
collects/arterials
positive positive neutral
B-29 Pavement Striping positive - low cost and provides minimal
driver attention from the roadway
positive positive neutral
City of EdinaTransportation Policy
B-2
July 2004
To:
From:
Subject:
Transportation Commissioners
Steven Lillehaug, P.E.
Traffic Engineer
Transportation Commission
Policy Appendix D —
Acknowledgements and
References
x m
Regular Transportation
Commission Meeting
Date: August 26, 2004
Agenda Item # III.
Recommendation/Motion
Information
Discussion
Info/Background:
Appendix D in the DRAFT Transportation Commission Policy presented in July 2004
included a sample petition. Upon further review, staff's recommendation is to not
include the sample Petition-to-Study. The process will begin with a requestor
submitting the Neighborhood Traffic Management Plan Application Form included in
Appendix C. Upon preliminary review and priority ranking of the request, staff will then
establish the Petition-to-Study and notification area. City staff will then prepare a
project-specific petition describing the problem and the procedures to be followed if a
study is undertaken. The petition will then be circulated to the notification area. This
will also help avoid confusion between the Application Form and the Petition-to-Study.
Appendix D has been revised to include Acknowledgements and References used in
creating the Transportation Commission Pollicy.
Appendix D — Acknowledgments and References
City of Edina Transportation Policy July 2004
Acknowledgments and References
Edina Transportation Commission:
Joni Kelly Bennett
Dean Dovolis
Warren Plante
Fred Richards (Chair)
William Skallerud
Marie Thorpe
Les Wanninger
Jean White
Technical and Advisory:
City of Edina Engineering Department
City of Edina Public Works Department
City of Edina Planning Department
City of Edina Police Department
City of Edina Fire Department
City of Edina Local Traffic Task Force
Cities' Websites:
• City of Albuquerque Neighborhood Traffic Management Program
http://www.cabq.gov/streets/policies.html
• City of Boulder Planning and Public Works
http://www3.ci.boulder.co.us/pwplan/
• City of Las Vegas Traffic Engineering Division
http://www.lasvegasnevada.gov/public works/
• City of Bellevue Transportation Department
http://www.ci.bellevue.wa.us/page.asp?view=1056
• City of Bloomington Traffic Calming Policy and Procedure Manual
http://www.ci.bloomington.mn.us/cityhall/commissittac/calming/calming.htm
• City of Colorado Springs Traffic Engineering Management
http://www.springsgov.com/Page.asp?NavID=1397
• City of Austin Transportation Division
http://www.ci.austin.tx.us/roadworks/default.htm
• City of Vancouver Engineering Services
http://www.city.vancouver.bc.ca/engsvcs/
• City of Gresham's Neighborhood Traffic Control Program
http://www.ite.org./traffic/documents/Gresham.pdf
• City of Portland Office of Transportation
http://www.trans.ci.portland.or.us/Trafficcalming/how/how.htm
• City of Berkley Office of Transportation
City of Edina Transportation Policy D-1 August 2004
http://www.ci.berkeley.ca.us/transportation/
• Seattle Department of Transportation
http://www.seattle.gov/transportation/ntcpreports.htm
• City of Savage Traffic Safety Committee
http://www.ci.savage.mn.us/traffic safety.html
• City of Tempe Traffic Management Program
http://www.tempe.gov/traffic/trafingnt.htm
• City of Asheville Neighborhood Traffic Calming Policy
http://www.ci.asheville.nc.us/engineer/Trafficpolicy.pdf
• City of Honolulu Transportation Services
http://www.co.honolulu.hi.us/dts/index.htm
• City of Rochester, New York Neighborhood Traffic Calming Programs
http://www.ci.asheville.nc.us/engineer/Trafficpolicy.pdf
Websites:
• Institute of Transportation Engineers (ITE) Traffic Calming
http://www.ite.org/traffic/index.html
• US Department of Transportation Federal Highway Administration - Traffic Calming
http://www.fhwa.dot.gov/environment/tcalm/
• www.Traffic Calming.org
http://www.trafficcalming.org/
• LessTraffic.com
http://www.lesstraffic.com/Programs/SR/SR.htm
• US Department of Transportation Federal Highway Administration - Roundabouts
http://www.tthre.gov/safety/00068.pdf
• Victoria Transportation Policy Institute
http://www.vtpi.org/tdm/
• Minnesota Safety Council — Crosswalk Safety
http://www.mnsafetycouncitorg/crosswalk/
• Bucknell University — Traffic Calming Measures
http://www.students.bucknelLedu/projects/trafficcalming/Measures.html
• Minnesota Department of Transportation — Pedestrian Plan
http://www.dot.state.mn.us/modes/pedplan.html
• 3 E's of Traffic Calming
http://www.3etrafficcalming.com/
• US Department of Transportation Federal Highway Administration — Safety Research
http://www.tflirc.gov/safety/safety.htm
Publications and Manuals:
1) Ewing, Reid H. Traffic Calming State of the Practice. Washington, DC: Institute
of Transportation Engineers 1999.
2) City of Edina Transportation Plan. Edina, Minnesota, 1999.
City of Edina Transportation Policy D-2 August 2004
3) City of Edina Local Traffic Task Force Findings and Recommendations. Edina,
Minnesota. 2003.
4) Collier County Neighborhood Traffic Management Program. Collier County,
Florida.
5) Reardon, Linda. Traffic Calming — Creatively Mitigating Traffic Speeds and
Volumes. CE News. November 2001.
6) Traffic Calming, City of Minneapolis Department of Public Works Transportation
Division. Minneapolis, Minnesota. 1997
7) Canadian Guide to Neighborhood Traffic Calming. Transportation Association
of Canada — Canadian Institute of Transportation Engineers. December 1998
8) Saffel, Amy J. Effective Traffic Calming Applications and Implementations.
Minnesota Local Road Research Board. St. Paul, Minnesota, October 1998
9) Monahan, Bill. Getting People to Police Themselves. APWA Reporter. July
2004
City of Edina Transportation Policy D-3 August 2004
To: Transportation Commissioners
From: Steven Lillehaug, RE.
Traffic Engineer
Subject: Arterial and Collector
Roadways — State Aid Design
Standards and Variances from
these Standards
Regular Transportation
Commission Meeting
Date: August 26, 2004
Agenda Item # ll.a.
Recommendation/Motion
N Information
0 Discussion
Info/Background:
The attached information is being provided in response to Commissioners' discussion
regarding calming arterial and collector roadways.
All arterial and collector streets in the City of Edina are Municipal State Aid Streets that
receive funding for maintenance and repairs from the State Gas Tax. The design
standards for these streets are governed by Minnesota Rule Chapter 8820, Department
of Transportation — Local State Aid Routes, Financing. Deviating from these standards
(typically due to restricting or economical factors) requires a formal request for a
variance from the design standards.
S
•
•
Minnesota Rule 8820.9936 Page 1 of 2
Minnesota Rules, Table of Chapters
Table of contents for Chapter 8820
8820.9936 GEOMETRIC DESIGN STANDARDS, URBAN; NEW OR
RECONSTRUCTION PROJECTS.
New or reconstruction projects for urban roadways must meet
or exceed the minimum dimensions indicated in the following
design chart.
Functional Design J Lane I Curb 1 Parking
Classification Speed Width 1 Reaction Lane
and Projected J I (a) I Distance Width
Traffic Volume (e)
mph I feet I feet feet
Collectors
or Locals
with ADT
30-40 (b) 11 2 8
< 10000*
over 40 12 2 10
Collectors
or Locals
with ADT
30-40 (b) 11 (c) 4 10
> 10000
and over 40 12 (c) 4 (d) 10
Arterials
(a) One-way turn lanes must be at least ten feet wide,
except 11 feet is required if the design speed is over 40 mph.
(b) Wherever possible, lane widths of 12 feet, rather than
11 feet, should be used.
(c) May be reduced to two feet if there are four or more
traffic lanes and on one-way streets.
(d) No parking is allowed for six or more traffic lanes or
when the posted speed limit exceeds 45 mph.
(e) Curb reaction must be provided only where parking is
not provided.
One-way streets must have at least two through-traffic
lanes.
When a median is included in the design of the two-way
roadway, a one-foot reaction distance to the median is required
on either side of the median. Minimum median width is four feet.
http://vv-ww.revisor.leg.state.mn.us/arule/8820/9936.html 8/18/2004
Minnesota Rule 8820.9936 Page 2 of 2
Urban design roadways must be a minimum nine tons
structural design, or ten tons if needed for system continuity.
Roadways not on the state-aid system are not subject to the
minimum structural design strength requirements.
A new bridge must have a curb-to-curb width equal to the
required street width. HS 25 loading with AASHTO Standard
Specifications or HL-93 loading with load and resistance factor
design (LRFD) is required for new or reconstructed bridges and a
minimum of HS 18 loading is required for all rehabilitated
bridges.
For ADT less than 150, the widths of bridges to remain must
be at least the sum of the lanes. For ADT greater than or equal
to 150, the widths of bridges to remain must be at least the sum
of the lanes plus half the sum of the shoulders, parking lane,
and curb reaction distance.
Clearance of 1.5 feet from the face of the curb to fixed
objects must be provided when the posted speed is 40 to 45 mph.
A ten-foot clearance from the driving lane must be provided when
the posted speed exceeds 45 mph.
For volumes greater than 15,000 projected ADT*, at least
four through-traffic lanes are required.
*Additional average daily traffic may be allowed if a
capacity analysis demonstrates that level of service D or better
is achieved at the higher traffic volume. If the capacity
analysis demonstrates that additional lanes are required only
during peak traffic hours, then each additional driving lane may
be used as a parking lane during nonpeak hours.
"Level of service" has the meaning given it in the Highway
Capacity Manual, Special Report 209, as revised and published by
the Transportation Research Board of the National Research
Council, Washington, D.C. The definition is incorporated by
reference, is not subject to frequent change, and is located at
the Minnesota State Law Library, 25 Rev. Dr. Martin Luther King
Jr. Blvd., St. Paul, Minnesota 55155.
STAT AUTH: MS s 162.02; 162.09
HIST: 20 SR 1041; 23 SR 1455; 24 SR 1885
Current as of 11/14/03
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Minnesota Rule 8820.9946 Page 1 of 3
Minnesota Rules, Table of Chapters
Table of contents for Chapter 8820
8820.9946 GEOMETRIC DESIGN STANDARDS, URBAN; RECONDITIONING
PROJECTS.
Subpart 1. Two-way streets. In the following design
chart, total width is from face-to-face of curbs.
Reconditioning projects for two-way urban roadways must
meet or exceed the minimum dimensions indicated in the chart.
Number of Through Total Total Width Total Width Proposed
Lanes, Functional Width with Parking with Parking Structural
Class, and Present with No on One Side on Both Design
Traffic Volume Parking Sides Strength
feet feet feet tons
2-Lane Collector
or Local with
26 32 38 (b) 9
ADT < 10000
4-Lane Collector
or Local with
44 52 60 (b) 9
ADT < 10000
2-Lane Collector
or Local with
26 32 42 9
ADT > 10000
or 2-Lane
Arterial (a)
4-Lane Collector
or Local with
44 54 64 9
ADT > 10000 or
4-Lane Arterial
6-Lane Collectors
or Arterials
66 (c ) (c) 9
(a) Permissible for present traffic volumes less than
15,000 ADT.
(b) When ADT is less than 5,000, seven tons is allowable.
(c) No parking is allowed.
When a median is included in the design of the two-way
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Minnesota Rule 8820.9946 Page 2 of 3
roadway, a one-foot reaction distance to the median is required
on either side of the median. Minimum median width is four feet.
For ADT less than 150, the widths of bridges to remain must
be at least the sum of the lanes. For ADT greater than or equal
to 150, the widths of bridges to remain must be at least the sum
of the lanes plus half the sum of the shoulders, parking lane,
and curb reaction distance.
Subp. 2. One-way streets. In the following design chart,
total width is from face-to-face of curbs.
Reconditioning projects for one-way urban roadways must
meet or exceed the minimum dimensions indicated in the chart.
Number of Present Total Total Width Total Width Proposed
Through ADT Width with with Structural
Lanes and with No Parking on Parking on Design
Functional Parking One Side Both sides Strength
Class
feet feet feet tons
2-Lane < 5000 121 129 1 37 1 7
Collector 1 1 1 1
or Local 1 1 1 1
with ADT
< 10000 15000- 123 131 139 19
110000 1 1 1 1
2-Lane 1‹ 15000123 131 139 19
Collector 1 1 1 1
or Local 1 1 1 1
with ADT
>10000 1> 15000124 132 140 19
or 2-lane 1 1 1 1 1
Arterial 1 1 1 1 1
3-Lane lAll 134 142 150 19
Arterial or 1 1 1 1 1
Collector 1 1 1 1 1
For ADT less than 150, the widths of bridges to remain must
be at least the sum of the lanes. For ADT greater than or equal
to 150, the widths of bridges to remain must be at least the sum
of the lanes plus half the sum of the shoulders, parking lane,
and curb reaction distance.
Subp. 3. Exception. Any street that was previously built
to state-aid or state standards, that was granted a variance to
standards in effect at the time of construction or
reconstruction, or that is a trunk highway turnback, but does
not meet current standards, may be reconditioned regardless of
subparts 1 and 2.
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Minnesota Rule 8820.9946 Page 3 of 3
STAT AUTH: MS s 162.02; 162.09
HIST: 20 SR 1041; 23 SR 1455; 24 SR 1885
Current as of 11/14/03
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Minnesota Rule 8820.9995 Page 1 of 1
Minnesota Rules, Table of Chapters
Table of contents for Chapter 8820
8820.9995 MINIMUM BICYCLE PATH STANDARDS.
Minimum Bicycle Path Standards
For Off-Road Design, the following shall apply:
Minimum Surfacing Width I 8 ft (b)
(two-way)
Shoulder/Clear Zone 2 ft (c)
Ins lope 1:2 (rise:run)
Design Speed 20 mph (d)
Vertical Clearance 10 ft
(a) For on-road bicycle facilities, the appropriate tables
in the Minnesota Bicycle Transportation Planning and Design
Guidelines are recommended for design purposes.
(b) Ten feet is desired for a combined bicycle/pedestrian
path. Five feet is required for a one-way bicycle path.
(c) The shoulder/clear zone should be carried across
bridges and through underpasses 12 feet or less in clear width.
Lead-in guardrail should be provided when shoulders are not
carried over bridges.
(d) Use a 30 mph design speed for grades longer than 500
feet and greater than four percent, from the uphill point where
the grade equals four percent to 500 feet beyond the downhill
point where the grade becomes less than four percent. The
maximum allowable grade is 8.3 percent.
STAT AUTH: MS s 162.02; 162.09
HIST: 20 SR 1041; 23 SR 1455; 24 SR 1885
Current as of 11/14/03
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Minnesota Rule 8820.3300 Page 1 of 2
Minnesota Rules, Table of Chapters
Table of contents for Chapter 8820
8820.3300 VARIANCE.
Subpart 1. Written requests. A formal request by a
political subdivision for a variance from this chapter must:
A. be submitted to the commissioner in writing in the
form of a resolution;
B. identify the project by location and termini; and
C. cite the specific part or standard for which the
variance is requested and describe the modification proposed.
Subp. la. Additional information. Additional information
needed:
A. index map;
B. typical section:
(1) inplace section;
(2) proposed section;
C. reasons for the request;
D. the economic, social, safety, and environmental
impacts which may result from the requested variance;
E. effectiveness of the project in eliminating an
existing and projected deficiency in the transportation system;
F. effect on adjacent lands;
G. number of persons affected; and
H. safety considerations as they apply to:
(1) pedestrians;
(2) bicyclists;
(3) motoring public; and
(4) fire, police, and emergency units.
Subp. 2. Notice of request. The commissioner shall
publish notice of variance request in the State Register and
shall request comments from interested parties be directed to
the commissioner within 20 calendar days from date of
publication.
Subp. 3. Decision. The commissioner shall base the
decision on the criteria in part 8820.3400, subpart 3 and shall
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Minnesota Rule 8820.3300 Page 2 of 2
notify the political subdivision in writing of the decision.
The commissioner may require a resolution by the recipient of
the variance that indemnifies, saves, and holds harmless the
state and its agents and employees of and from claims, demands,
actions, or causes of action arising out of or by reason of the
granting of the variance. The recipient of the variance shall
further agree to defend at its sole cost and expense any action
or proceeding begun for asserting any claim of whatever
character arising as a result of the granting of the variance.
Subp. 4. Contested case hearing. Any variance objected to
in writing or denied by the commissioner is subject to a
contested case hearing as required by law.
STAT AUTH: MS s 161.082; 161.083; 162.02; 162.09; 162.155; L 1983 c 17
HIST: 8 SR 2146; 15 SR 2596; 20 SR 1041
Current as of 11/14/03
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Minnesota Rule 8820.3400 Page 1 of 2
Minnesota Rules, Table of Chapters
Table of contents for Chapter 8820
8820.3400 ADVISORY COMMITTEE ON VARIANCES.
Subpart 1. Appointment. The commissioner may appoint a
committee to serve as required to investigate and determine a
recommendation for each variance. No elected or appointed
official that represents a political subdivision requesting a
variance may serve on the committee.
Subp. 2. Membership. The committee shall consist of any
five of the following persons: not more than two county highway
engineers, only one of whom may be from a county containing a
city of the first class; not more than two city engineers, only
one of whom may be from a city of the first class; not more than
two county officials, only one of whom may be from a county
containing a city of the first class; and not more than two
officials of an urban municipality, only one of whom may be from
a city of the first class. The committee must have at least two
elected officials as members. The committee shall have at least
one member but not more than four members from a metropolitan
area, as defined in Minnesota Statutes, section 473.121,
subdivision 2, as well as cities with a population of over
50,000 according to the most recent census.
Subp. 3. Operating procedure; factors considered. The
committee shall meet on call from the commissioner at which time
they must be instructed as to their responsibilities by a
designee of the commissioner, shall elect a chairperson, and
shall establish their own procedure to investigate the requested
variance.
The committee shall consider the:
A. economic, social, safety, and environmental
impacts which may result from the requested variance;
B. effectiveness of the project in eliminating an
existing and projected deficiency in the transportation system;
C. effect on adjacent lands;
D. number of persons affected;
E. effect on future maintenance;
F. safety considerations as they apply to
pedestrians, bicyclists, motoring public, and fire, police, and
emergency units; and
G. effect that the rule and standards may have in
imposing an undue burden on a political subdivision.
Subp. 4. Recommendation. The committee after considering
all data pertinent to the requested variance shall recommend to
the commissioner approval or disapproval of the request.
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Minnesota Rule 8820.3400 Page 2 of 2
STAT AUTH: MS s 161.082; 161.083; 162.02; 162.09; 162.155; L 1983 c 17
HIST: 8 SR 2146; 15 SR 2596; 20 SR 1041
Current as of 11/14/03
http://wwvv.revisor.leg.state.mn.us/arule/8820/3400.html 8/18/2004