HomeMy WebLinkAbout2004-06-24 Meeting PacketAGENDA
Regular Meeting of the
• Edina Transportation Commission
6:00 PM, Thursday, June 24, 2004
Edina City Hall
4801 West 50th Street
Community Room
I. Approve Minutes from May 27, 2004.
II. Presentation and Review of Transportation Commission Policy Appendices
a. Appendix A — Definitions*
b. Appendix B - Traffic Management Devices/Measures (spreadsheet and sample
outline of management device)*
III. Review of Transportation Commission Policy (continued from previous meeting)
a. Option B — Scoring for Ranking*
b. Option B — Process and Schedule*
c. Other Policy Discussion, Comments and Recommendations
IV. Other Governmental Activities
V. Adjournment
* Note: Attachment included.
Appendix A - Definitions
City of Edina Transportation Policy May 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
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 May 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 speeding.
Inconvenience caused by limitation of access is not considered to be a negative impact
under this definition.
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 May 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
narrowing but used at intersection(s). Widening of street comers at intersections to
discourage cut-through traffic and to help define neighborhoods. (Nubs, bulb-outs,
knuckles, intersection narrowings, corner bulges, safe crosses.)
City of Edina Transportation Policy A-3 May 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, geometrics, or other factors.
Principal Arterials — The high capacity highways that make up the metropolitan
highway system.
City of Edina Transportation Policy A-4 May 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. Modem roundabouts are "yield
upon entry", meaning that cars in the circle have the right of way and cars entering the
circle must wait to do so until the path is clear. When a roundabout is placed in an
intersection, vehicles may not travel in a straight line. (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 May 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 May 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 May 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 May 2004
Appendix B — Traffic Management Devices/Measures
City of Edina Transportation Policy May 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-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 Intersection Probable Possible Small Increase Small Increase Medium
to High
Possible
Increased
Response Time
Permanent
Installation Only
Possible
Drainage
Problem
B-7 Raised Crosswalk Possible Possible Small Increase Small Increase Low Possible
Increased
Response Time
Permanent
Installation Only
Possible
Drainage
Problem
B-8 Textured Pavement Possible No Effect No Change No Effect Low to
Medium
Possible
Increased
Response Time
Permanent
Installation Only
B-9 Center Island
Narrowings
Possible Possible Small Increase Small Increase Medium Minimal Impact Test Installation
Possible
B-10 Neckdowns Possible Possible Small Increase Small Increase Medium
to High
Minimal Impact Permanent
Installation Only
B-11 Gateway Treatment Possible Possible No Change Small Decrease Medium Minimal Impact Permanent
Installation Only
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 Varies Varies 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 of r "'Transportation Policy D1
June 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 Decrease Small Increase Medium Varies Test Installation
Possible
B-18 Partial Street Closure Possible Probable Small Increase No Effect Medium Minimal Impact Test Installation
Possible
B-19 Cul-de-sac Probable Yes Small Increase Small Decrease High Possible
Increased
Response Time
Permanent
Installation Only
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
B-23 Photo-radar Speed
Enforcement
Depends on
Amount
No Effect No Effect No Effect High No Effect Temporary Not Legal in
Minnesota
B-24 Radar Speed Units Probable No Effect No Effect No Effect Low No Effect Temporary or
Permanent
B-25 Neighborhood Traffic
Safety Campaigns
Possible No Effect No Effect No Effect Low No Effect Temporary or
Permanent
B-26 Neighborhood Speed
Watch Programs
Possible No Effect No Effect No Effect Low No Effect Temporary or
Permanent
B-27 Stop Sign Varies (may
increase)
Varies Small Increase Small Increase Low Possible
Increased
Response Time
Temporary or
Permanent
City of EdinaTransportation Policy B-2
June 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-28 Turn Restrictions Varies Yes Small Increase No Effect Low No Effect Temporary or
Permanent
8-29 One-Way Streets No Possible Small Decrease Small Decrease Low Varies Temporary or
Permanent
B-30 Traffic Signal
(Rest on Red" and
"Rest on Green")
Possible Varies Varies Varies Medium No Effect Temporary or
Permanent
B-31 Striping Possible No Effect No Effect No Effect Low No Effect Permanent
Installation Only
City of F aTransportation Policy D. 3
lune 2004
Advantages:
• Effective speed control/reduction at the
installation.
• May reduce traffic volumes.
• Does not impact parking.
• Not on grades greater than 8 percent.
• Work well with curb extensions.
Disadvantages:
• May increase noise (breaking and
acceleration).
• May impact drainage.
• Not appropriate for grades greater than
5%.
• 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 curves.
• Requires signage that may be considered
unsightly.
Speed 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 8 percent.
• Work well with curb extensions.
Design/Installation Issues:
• Typically 12 to 14 feet in length; other lengths (10,
22, and 30 feet) reported in practice in U.S.
• 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 marking (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
Time
Test
Installation
Possible
Possible
Drainage
Problem
City of Edina B-4 June 2004
Advantages:
• Effective speed control/reduction at the
installation.
• Effective pedestrian amenity.
• May be designed to be aesthetically
pleasing.
Disadvantages:
• May increase noise (breaking and
acceleration).
• May impact drainage.
• Not appropriate for grades greater than
5%.
• 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 curves.
Speed Table (Raised Crosswalk)
Definition: Trapezoidal shaped speed humps in the street, similar to regular speed humps. (Trapezoidal humps,
speed platforms.)
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 8 percent.
• Work well with curb extensions.
Design/Installation Issues:
• Typically 12 to 14 feet in length; other lengths (10,
22, and 30 feet) reported in practice in U.S.
• 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).
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 Possible Possible
Drainage
Problem
City of Edina
B-5
June 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.
• Sometimes called raised junctions, intersection
humps, or plateaus.
Applications:
• Residential streets.
• Work well with curb extensions and textured
crosswalks.
• Often part of an area wide traffic calming scheme
involving both intersecting streets.
• In densely developed urban areas where loss of
parking would be unacceptable.
Design/Installation Issues:
• Storm drainage modifications are necessary
• Typically rise to sidewalk level.
• May require bollards to define edge of roadway
• Installations typically have gentle 1:40 slopes on
ramps.
Advantages:
• Reduction in through movement speeds at
intersection.
• Reduction in midblock speeds typically less
than 10 percent.
• No effect on access.
• Make entire intersections more pedestrian-
friendly.
Disadvantages:
• Slows emergency vehicles to
approximately 15 miles per hour.
Raised Intersection
Definition: A raised plateau where roads intersect. The plateau is generally 4" 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
City of Edina
B-6
June 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.
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 is available
for 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.
..`x
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
Radar Speed 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 B-24
June 2004
OPTION B
Scoring for Ranking
1. Sidewalk adjacent to the benefited area (0 tol 00 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
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
points):
• 3 points per percent; maximum 300 points
6. Average residential density adjacent to benefited area (0 to 50 points):
• 50 points maximum
• (0 dwelling units per adjacent 100 lin. ft. = 0 points
• 5+ dwelling units per adjacent 100 lin. ft. = 50 points)
7. Average Daily Traffic Volumes - ADT (0 to 200 points):
• ADT divided by 10; maximum 200 points
• For intersection, street segments or multiple steets, use higher volume street
8. 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
OPTION B
Process and Schedule
This section details the process and schedule for Neighborhood Traffic Management
Plans (See Table 1).
Table 1. Nei hborhood Traffic Mena ement Plan Schedule
Step Item Period (Typical)
- Traffic Management Information Open House Late September
Step 1 Neighborhood Traffic Management Applications Due 2nd Monday in
February
March/April Step 2 Initial Screening, Scoring and Ranking of Applications
Before data collection
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 June/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
TRAFFIC CALMING POLICY CONSIDERATIONS
Joni Kelly Bennett
June 24, 2004
VOLUME CONTROL
Edina Transportation Plan, p.27—"Traffic calming. . . should not be employed solely as
a means to discourage through-traffic in a neighborhood. Through traffic can best [be]
V discouraged by having an arterial system that is spaced and operated so that it is more
attractive to through traffic than local or collector streets."
Traffic Calming-State of the Practice, p. 20—"Street closure are the most commonly used
cure for cut-through traffic. They are also the most controversial . . . All featured
communities [in the book] worry about the effects of closure on emergency response,
street network connectivity and capacity, and parallel local streets that carry diverted
traffic."
p. 23—"Because of perennial concerns about traffic being diverted from streets that are
calmed to parallel streets that are not, less restrictive forms of volume control are
increasingly favored over the more restrictive full street closures."
p. 25—"Important Trends – From Volume to Speed Controls – Early traffic calming
initiatives in the United States relied almost exclusively on volume control measures. . .
All of these communities, and others, now rely primarily on speed control measures. In
places with traditional street grids, like Seattle, there is justified concern about diversion
of traffic to parallel local streets. While some diversion often accompanies speed control
measures, it is not their primary purpose."
MARGIN OF APPROVAL (and see below)
p. 166—"Viewing respondents as a random sample of the entire neighborhood, super-
majority support of respondents is likely necessary to have any confidence that the
neighborhood as a whole is supportive."
EXTENT OF AREA POLLED/SURVEY AREA
Traffic Calming Primer, Pat Noyes & Associates, c.1998, p. 12—"Identify the
stakeholders at the beginning of the process to ensure that all affected parties are involved
in the process to the extent they desire or need to be. Stakeholders include the residents
of the street(s) to be studied, service providers who use or maintain the street, agencies or
parties with a financial or fiduciary interest, and others in the community affected by the
,operation of the street [emphasis added]. This could be a very long list and may seem
overwhelming at the beginning. In fact, parties that are involved early and self-select out
of the process once they find they are not affected or their interests are adequately
represented, are not problematic. On the other hand, those who come to the process late
in the game, whose interests have not been included or addressed can in fact derail the
effort. Therefore, you should attempt to identify all potentially affected parties and
involve them in the process to the extent they feel is necessary."
Examples from Traffic Calming-State of the Practice, p. 167—Seattle, petition area for
speed control measures = one block in each direction. Petition area for traffic diverters –
"impacted area". 60% approval required for both.
Phoenix, petition area for speed humps and traffic circles is the street itself and, at staff
discretion, parallel streets. For diagonal diverters, semi-diverters and half closures, the
petition area expands to include an entire quarter section (0.25 square mile). 70%
approval required in all cases.
2?
Jean White's Comments on Edina Transportation Commission Policy Draft
June 24, 2004
Comments submitted in chronological order.
*Page 2 Roadway Design, #4
Design residential street systems to discourage through traffic and to be
compatible with other transportation modes including transit, bicycle, and
walking, including traffic calmin meas res on local streets, collector
streets, and in some cases erial streets.
trY1 tnjArki" :AP
*Page 4 Roadway Maintenance and Operation, #5
When replacing substandard bridges and bridges that present safety or traffic
problemynclude bicycle and pedestrian feature-q
*Page 4 Parking, add the following points:
I
Find location of an additional Park and Ride facility located in close
proximity to major mass transit routes.
Work with appropriate commissions such as Planning and Zoning to review
of City Code, Section 850.08 Parking and Circulation to identify parking
based upon needs as stated in Item 1 in this category.
Evaluate present parking facilities found in Edina. Where appropriate,
amend Section 850 to give commuter parking some spaces in city-owned
ramps.
*Page 5 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.
#2. Create pedestrian and bicycle interconnections among major generator,
with continuity across major roadways and other barriers. Include painted
striping on roadways and paths designated as bicycle riding areas.
*Page 5 Funding and Juristiction Add point 5, Support dedicated funding for
transit.
Scoring anking
EXAMPL JNLY
Date 4/2004 City 'ina
Ranking Item
Location No. 1 Location No. 2
Edinborough Way (between W
76th St. and Parklawn Ave.)
Woodland Rd. (between Concord Ave.
and Wooddale Ave.)
Description Points Description Points
1. Sidewalk adjacent to the benefited area (0 to100 points):
- None + 100
• All of 1 side + 50
• All of 2 sides + 0
All of 2 sides 0 None 100
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
. Within school district elementary walking boundary + 100
None 0
Within school district elementary
walking boundary 100
3. Residential development adjacent to benefited area (0 to 100 points):
- None + 0
• All of 1 side + 50
• All of 2 sides + 100
All of 2 sides 100 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
1 in 2001, 1in 2002 40 1 in 1999 20
5. Percent of potential assessment properties supporting project by petition (180 to 300 points):
• 3 points per percent; maximum 300 points
• THIS RANKING ITEM IS RECOMMENDED TO BE DELETED DUE TO PETITION-TO-STUDY
TAKING PLACE AFTER RANKING STEP
6. Average residential density adjacent to benefited area (0 to 50 points):
- 50 points maximum
• (0 dwelling units per adjacent 100 lin. ft. = 0 points
. 5+ dwelling units per adjacent 100 lin. ft. = 50 points)
5+ per 100 ft. 50 2 per 100 ft. 20
7. Average Daily Traffic Volumes - ADT (0 to 200 points):
- ADT divided by 10; maximum 200 points
. For intersection, street segments or multiple steets, use higher volume street
ADT = 1500 150 ADT = 607 67
8. 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
20.0% > 30mph 50 12.5% > 30 mph 125
Total Points 390 5i2—
Note: Data is for use as an example only. Not all data is actual. Page 1 of 1
- wn \ A : 6A vv. k•1/4, frier 15,-2 ne -H- 1--)age 1 of 2
Lkreq e54 to- LAN_Tiln r• tkj 1'01\
From: Steve Lillehaug
Sent: Tuesday, June 15, 2004 8:16 AM
To: Joni Bennet (E-mail)
Cc: Wayne Houle; Steve Lillehaug
Subject: FW: Questions re: traffic studies
Good morning Joni.
I am forwarding you an e-mail from Fred Richards regarding the information you requested.
You raised very good questions that would take a few full days of research to answer (some more difficult than
others). A few answers that you are looking for may be found in the Transportation Plan.
We will be sending out the agenda/packet for the June 24 Transportation Commission meeting today. As
Chairman Richards indicated, please bring your questions and comments in front of the Commission during the
meeting ("Other Governmental Activities" agenda item) so the commission may collectively review and
recommend the issues that you want staff to research.
Thank you. Steve Lillehaug
Original Message
From: Fred Richards [mailto:fsrichards@earthlink.net]
Sent: Monday, June 14, 2004 5:47 PM
To: Steve Lillehaug
Subject: RE: Questions re: traffic studies
Steve-in response to Commissioner Bennett's e-mail to you of June 11, it seems that that type of discussion
should occur at our open commission meetings where all commissioners can discuss in public those issues. I
would hold off staff input until our commissions can formulate its collective judgment on how we will proceed on
substantive issues the commission wishes to engage in. Please let Ms. Bennett know about these thoughts and
have her give me a call if she has any questions about proceeding in this fashion. Fred Richards
Original Message
From: Steve Lillehaug [mailto:slillehaug@ci.edina.mn.us]
Sent: Friday, June 11, 2004 12:29 PM
To: Fred Richards (E-mail)
Cc: Wayne Houle
Subject: FW: Questions re: traffic studies
Good afternoon Fred.
I am forwarding you an e-mail received from Commissioner Bennett. Please review and contact me to
discuss her request.
Thank you. Steve
Steven L. Lillehaug,
Edina Traffic Engineer/Assistant Engineer
Engineering Department
952-826-0445
slillehaug@ci.edina.mn.us
Original Message
From: Pat Bennett [nnailto:PBENNETT@mn.rr.com]
Sent: Friday, June 11, 2004 1:50 AM
file ://G: \Infrastructure\ Streets \ traffic \ Transportation%20CommissionTorrespondance \ 6-15... 6/22/2004
Page 2 of 2
To: Steve Lillehaug
Subject: Questions re: traffic studies
Hello Steve--
To assist me in preparing for the next Transportation Commission meeting, would you please send
me your responses to the following questions?
1. For each of the past five years, how many neighborhood traffic studies have been requested?
2. For each of the past five years, how many neighborhood traffic studies have been conducted, even in
part?
3. For each traffic study conducted: Who or what body requested the study? What was the subject and
location of the study? What public process (e.g., notice, questionnaire, neighborhood meeting(s),
neighborhood committee, etc.) was employed or facilitated? What measures were recommended? What
measures were adopted? What was the cost of the study?
4. When was 44th Street first designated a collector street?
5. Who or what entity requested the designation?
6. Does any other collector street in Edina run within a single neighborhood (as does 44th Street from
France Avenue to Wooddale Avenue) rather than between two neighborhoods? Where?
7. What is the official width of 44th Street?
8. What information was given to the Metropolitan Council by the City of Edina to serve as a basis for the
Met Council's traffic increase projections for the year 2020? I am interested most in information regarding
northeast Edina.
9. In the traffic study conducted in the Country Club neighborhood in the years 2000 and 2001, what was
the increase in daily traffic volume projected to take place on 44th Street with the closing of Sunnyside
Road west of Grimes Avenue and the creation of "one-way portals"?
With the Commission's next meeting scheduled for June 24th, I would appreciate receiving your response
by the end of next week. Thank you.
Joni Kelly Bennett
4003 Lynn Avenue
Edina MN 55416
pbennett@mnsr.corn
(952) 927-0661
file://G: \Infrastructure\ Streets \ traffic \ Transportation%20CommissionTorresp ondance\6-15... 6/22/2004
ICI- 0
Steve Lillehau
From: Steve Wilson [swilson@srfconsulting.corn]
Sent: Monday, June 21, 2004 4:19 PM
To: Steve Lillehaug
Subject: Re: Edina Trans. Plan
Steve: Looks like the municipal-level data came from the Council's website:
www.metrocouncil.org/metroarea/estpop.htm (and similar) as of 3/29/1999. I believe this
would have been the 1998 Regional Blueprint forecast.
This is where we would typically get comprehensive plan historic and forecast data.
As for your second question, the model appears to have been reacting to a slight forecast
increase in employment in that area (infill?, redevelopment?), plus additional traffic
to/from southeastern St. Louis Park and western Minneapolis. However, I looked at the
historic trend on that segment and it is pretty flat over the past dozen years.
From a long-range planning perspective the forecast should be interpreted as an increase,
but within the error of the model for a low-volume facility.
>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>
Steve Wilson
SRF Consulting Group, Inc.
phone:763.249.6760
fax: 763.475.2429
swilson@srfconsulting.com
>» "Steve Lillehaug" <slillehaug@ci.edina.mn.us> 06/15/04 03:30PM >»
Good afternoon Steve W.
As discussed on the phone yesterday, the following information
summarizes my request:
1. Where did the Historic and Forecast population, households and
employment numbers come from (Table 1, 2 and 3)? The source on the
tables indicate the "Metropolitan Council". Please indicate what
specific documents or source data from the Met. Council you are using.
2. W. 44th St. between TH 100 and France Ave. - For this segment of
roadway, the increase in ADT from the Existing Traffic Volumes (Figure
3) and the Forecast 2020 Traffic Volumes (Figure 5) doesn't appear to be
proportional with growth on other Collector streets throughout Edina -
its ADT growth is larger than anticipated. Please discuss the specifics
with the modeling and the parameters which lead to this increased growth
of traffic on this segment (i.e. adjacent TAZ increases, increase in
adjacent communities, further breakdown of arterials, higher proportion
of cut-thru, etc...).
Thank you. Your help is greatly appreciated. (If possible, we would
like this information for the June 24th Traffic Commission meeting.)
Thanks! Steve L.
1