HomeMy WebLinkAbout2007-09-20 Meeting PacketAGENDA
Regular Meeting of the
Edina Transportation Commission
6:00 PM, Thursday, September 20, 2007
Edina City Hall
4801 West 50th Street
Council Chambers
I. Call to Order
II. Comments
a. Chairman Comments
b. Public Comments
III. Old Business
a. City of Edina Comprehensive Plan – Transportation Chapter*
IV. New Business
No new business
V. Approval of Minutes
a. Regular Meeting of August 16, 2007*
VI. Planning Commission Update (Commissioner Brown)
VII. Open Discussion
VIII. Staff Liaison Comments (Sullivan)
a. Benton Ave/Normandale Blvd Intersection
b. Doncaster Way Sidewalk*
c. Halifax Ave. Sidewalk*
IX. Miscellaneous Articles
a. Sidewalks? Too pedestrian for some (Star Tribune)*
X. Adjournment
* Note: Attachment included.
During "Public Hearings," the Chair will ask for public comment after City staff members make their presentations. If you
wish to speak on the topic, you are welcome to do so as long as your comments are relevant to the discussion. To ensure
fairness to all speakers and to allow the efficient conduct of a public hearing, speakers must observe the following
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Page 1 of 1 Item IV. a.
Edina Transportation Commission
G:\PW\CENTRAL SVCS\TRANSPORTATION DIV\Transportation Commission\Agendas & RR's\2007 R&R\20070920_Transportation_Comp_Plan.doc
REGULAR TRANSPORTATION COMMISSION MEETING
REPORT/RECOMMENDATION
To: Transportation Commissioners Agenda Item No.: III.
From: Jack Sullivan, PE ACTION:
Assistant City Engineer Recommendation/Motion
Date: September 20, 2007 Discussion
Subject: Final Draft of
Transportation Chapter of the
Comprehensive Plan
Information
Recommendation:
If so desired by the Transportation Commission, adopt a motion recommending that the Final
Draft of the Transportation Chapter
Info/Background:
The Edina Transportation Commission along with City Staff and a group of consultants have
been working for a number of months on the creation of a Final Draft for the Transportation
Chapter of the City of Edina Comprehensive Plan.
MEMORANDUM
CITY OF EDINA
DATE: September 14, 2007
TO: ETC Members
FROM: Jack Sullivan
SUBJECT: September 20, 2007 Transportation Chapter of City Comp. Plan
ETC Members,
Enclosed you will find the final draft of the Transportation Chapter of the Comprehensive
Plan. We have used "track changes" to illustrate changes to the document since the
September 6, 2007 workshop session. This should help to quickly define areas that have
been modified.
The document has grown considerably since the August 1, 2007 joint workshop with Planning
and the ETC. The discussion and input given at the August 16, 2007 ETC regular meeting
and again at the September 6, 2007 ETC workshop have been extremely valuable. Your
input has enhanced the document immensely and you as a Commission should feel good
about the thoroughness of the document.
City Staff and WSB believe this document is ready to move forward. On Thursday
September 20th I'll be asking for you as a Commission to recommend the Transportation
Chapter be forwarded on to the Planning Commission Comprehensive Plan Task Force for
their review and acceptance for inclusion into the final draft of the Edina Comprehensive
Plan. This does not preclude individuals or the Commission collectively from commenting on
the document as it migrates on to the City Council.
Recommendations presented at the September 20th meeting can be incorporated into the
document that will be forwarded on to the Comprehensive Plan Task Force.
Noticeably absent from this packet is the sidewalk policy and accompanying exhibit. This
information will be delivered to you early in the week of September 17th for your review and
comment/inclusion into the document.
Contact me with any questions you have regarding the process or the information presented.
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8.0 TRANSPORTATION
8.1 Introduction
8.1.1 Transportation Planning Overview
Effective transportation planning is critically important for a community such as Edina.
Residents must be provided with transportation facilities and services which meet mobility needs
in an efficient and safe manner. Transportation facilities, at the same time, need to be planned
and constructed so as to limit negative social, environmental, and aesthetic impacts to the greatest
degree feasible. In addition, residents who cannot or choose not to drive need to have
transportation options to meet their daily needs.
There is fundamental link between transportation planning and land use planning. Successful
land use planning cannot take place without taking transportation considerations into account.
Conversely, transportation planning is driven by the need to support existing and future land uses
which the community supports and/or anticipates. Chapter 5 of this Comprehensive Plan
identifies existing and planned future land uses. The remainder of this section has been prepared
with the goal of supporting the land use vision identified in Chapter 5.
In 2003. the City formed the Edina Transportation Commission (ETC). it is made up of citizens
appointed by the Mayor with approval from the City Council. It advises the City Council on
transportation issues facing the City including congestion, roadway improvement projects, and
non-motorized transportation needs. This transportation chapter was prepared under the guidance
of the ETC.
There are three primary oljectives of this Transportation chapter:
• To provide a guidance document for City staff and elected officials regarding the
planning and implementation of effective transportation facilities and systems over the
planning horizon.
• To give private citizens and businesses background on transportation issues and allow
them to be better informed regarding the City's decision-making on transportation issues.
• To communicate to other government .agencies Edina's perspectives and intentions
regarding transportation planning issues.
The preparation of the document also hasprovided stakeholders with the opportunity to have
input into the transportation planning planning process.
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• 8.1.2 Transportation Policies
Roadway Design
1. Design roadway facilities constructed in conjunction with,rc7clevelopment„projects
according to the intended function.
2. Upgrade existing roadways when warranted by demonstrated volume, safety or
functional needs, taking into consideration environmental limitations.
Edina Transportation Chapter — Draft
August, 2007
3. Emphasize improvements to management, maintenance and utilization of the existing
street and highway system.
4. Design/enhance 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.
5. Design/enhance collector and arterial roadway corridors to minimize through traffic on
local streets in the functional classification system, and to be compatible with other
transportation modes including transit, bicycle and pedestrian.
6. Use adequate transitions and buffers including, but not limited to, earth berms, walls,
landscaping and distance to mitigate the undesirable impact of high volume roadways.
7. Promote use of sound mitigating features for residential development adjacent to high
volume roadways, and make property owners and land developers responsible for noise
attenuation at new developments near high volume roadways.
8. Encourage beautification of local corridors, where appropriate, with amenities such as
boulevard trees, decorative street lighting, and monuments.
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— 9. Monitor and address transportation requirements associated with dernoe,Taphic trends,
such as an aeing population.
Roadway Function and Access
I. Provide logical street networks to connect residential areas to the regional highway
system and local activity centers.
2. Adequately control access points to the regional roadway system (including minor
arterials) in terms of driveway openings and side street intersections.
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3. 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.
4. Encourage intra-area trips on minor arterials rather than the principal arterial system, and
promote serving regional trips on the metropolitan highway system.
5. 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.
6. Provide access to redeveloping sites using current functional classification and standards
rather than the existing access at the sites.
7. 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.
Edina Transportation Chapter – Draft 2
August, 2007
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role and value of the roadway functional
classification system.
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n
8. Review and monitor citywide traffic volumes, congestion, existing traffic calming
devices and measures, accident history, vehicle violation history, speed limits and
enforcement.
9. Educate public on vehicle operations including public relations campaigns that focus on
individual responsibilities to each other rather than individual rights only.
10. Review and recommend traffic calming policies and consider traffic calming
implementation where requested by residents.
11. Implement measures to reduce-non-local, cut-through traffic in cooperation with 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 Edina Transportation Commission and/or the Planning
Commission, review land use that may impact traffic implementations. Continue to
monitor adjacent community redevelopment and other activity that potentially impacts
the City of Edina.
13. Evaluate and implement measures required for school safety.
Roadway Maintenance and Operation
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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.
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6. Track developments regarding the most current transportation systems and technologies. Formatted: Bullets and Numbering
evaluate and implement as warranted.
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7. Support state leaislation to decrease statutory urban meed limits from 30 to 25 miles per - Formatted: Bullets and Numbering
hour.
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.
Edina Transportation Chapter — Draft 3
August, 2007
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continue a dedicated source for funding
for efficient mass transit. riormatted: Indent: Left: 0.25" j
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Numbering Style: 1, 2, 3, ... + Start
at: 1 + Alignment: Left + Aligned at:
0.25" + Tab after: 0.5" -i- Indent at:
0.5"
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2. Review and recommend policies necessitating a Transportation Demand Management
Plan and/or a mass transit component with all types of development. Review and
implement substantive requirements associated with these TDM Plans, potentially
including_TDM escrow accounts. transit passes, preferential parkint2, for car-poolers. and
other measures.
3. Find a location for an additional Park and Ride facility to be established in close
proximity to major mass transit routes.
4. Review all major new developments in light of the potential for ridesharing including bus
accessibility, preferential parking for carpools/vanpools, and mixed-use development.
5. Support HOV bypasses and other preferential treatments for transit and high occupancy
vehicles on streets and highways.
6. Include transit planning in the construction or upgrading of streets and highways.
7. Pursue development of a,circulator system within the
Parking
I. 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.
3. 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,
4. Specific parking requirements will be addressed in small area plans for fliven study areas..,
pedestrian/Bicycle
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provide a
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I. Provide accessibility to pedestrians and bicycles at major activity centers, including
necessary storage facilities.
2. Create pedestrian and bicycle interconnections among major generators, with continuity
across major roadways and other barriers.
3. Review and recommend construction of pedestrian and bike paths throughout Edina
cooperatively with the Three Rivers Park District and Hennepin County.
4. Promote safe walking, bicycling and driving. Promote vehicle driver respect for bicycles
and pedestrians along with bicyclists and pedestrian observance of signs and use of
designated paths for travel.
5. Support inclusion of pedestrian and bicycle access planning when upgrading roadways,
bridges and redevelopment projects.
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Edina Transportation Chapter — Draft 4
August, 2007
-( Deleted: adequate
Deleted: all bike paths includingl
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6. 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.
7. Provideapropriate signage along,areas of conflict with pedestrians and automobile
traffic.
8. It is best to separate pedestrian traffic from bicycle traffic to ensure desired safety
conditions. When a bicycle facility is provided, consideration should also be given to
providing a corresponding pedestrian way where possible. This could be as a separate
facility or through striping. --
Goods Movement
1. Serve major truck users and intermodal facilities with good minor arterial access to the
metropolitan highway system.
Funding and Jurisdiction
1. Pursue and support regional or multi-community funding sources for improvements that
provide regional or multi-community benefit.
2. Support 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. Encourage the legislature to continue a dedicated source for funding for efficient mass - - Formatted: Bullets and Numbering
transit.
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5. Encourage the legislature to provide stable. long-term roadway funding for capital. Formatted: Bullets and Numbering
oneratinetraffic management. and maintenance.
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6. Develop and support legislation permitting a transportation utility, _ -{ Deleted:
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8.2 Existing Conditions
8.2.1 Roadway Network
Overview/Existing Traffic Levels
The City of Edina within the regional roadway network is depicted on Figure 8.1. It can be seen
that Edina is a first-tier suburb within the 1-494 beltway. Important regional roadways which pass
through or adjacent to the City are: 1-494, Trunk Highway (TH) 169, TH 100, and TH 62
(Crosstown). Cities which are adjacent to Edina are: Minneapolis, St. Louis Park, Minnetonka,
Eden Prairie, Bloomington, and Richfield. Figure 8.2 provides an aerial photograph of Edina
roadways and the land uses they support. Figure 8.3 provides current traffic volumes on
roadways serving Edina.
Edina Transportation Chapter — Draft 5
August, 2007
Functional Classification
The functional classification system is the creation of a roadway and street network which
collects and distributes traffic from neighborhood streets to collector roadways to arterials and
ultimately, the Metropolitan Highway System. Roads are placed into categories based on the
degree to which they provide access to adjacent land versus provide higher-speed mobility for
"through" traffic. Functional classification is a cornerstone of transportation planning. Within
this approach, roads are located and designed and to perform their designated function.
The functional classification system used in the City of Edina, as described below and shown in
Figure 8.4, conforms to the Metropolitan Council standards. The Metropolitan Council has
published these criteria in the Transportation Development Guide/Policy Plan. This guide
separates roadways into five (5) street classifications, including principal arterials, minor arterials,
,collectors, and local streets. These classifications address the function of state, county and city
streets from a standpoint of the safe and efficient movement of traffic through the City while
providing satisfactory access to residents and businesses located within the City.
Principal Arterial Roadways. The metropolitan highway system is made up of the principal
arterials in the region. Principal arterials include all Interstate freeways. Interstate freeways
connect the region with other areas in the state and other states. They also connect the metro
centers to regional business concentrations. The emphasis is on mobility as opposed to land
access. They connect only with other Interstate freeways, other principal arterials, and select
minor arterials and collectors. The principal arterials through or adjacent to Edina are:
• 1-494
• TH 100
• TH 169
• TH 62 (Crosstown)
Minor Arterial. The emphasis of minor arterials is on mobility as opposed to access in the urban
area; only concentrations of commercial or industrial land uses should have direct access to them.
The minor arterial should connect to principal arterials, other minor arterials, and collectors.
Connection to some local streets is acceptable. The Metropolitan Council has identified "A"
minor arterials as streets that are of regional importance because they relieve, expand, or
complement the principal arterial system. The "A" minor arterials in the Edina area are
summarized in Table 8.1, below.
Table 8.1 - "A" Minor Arterial Roadways
Roadway From
Southern City Limit
To
Northern City Limit
Type
Reliever Arterial CSAH 17 (France Ave.)
Valley View Rd. TH 62 66t1 St. Reliever Arterial
66th St. Valley View Rd. Eastern City Limit Reliever Arterial
Washington Ave. Valley View Rd.
Western City Limit
78th St.
Eastern City Limit
Reliever Arterial
Reliever Arterial Valley View Rd./78'h
St./Edina Ind. Blvd./77th
St./76th St.
CSAH 21 50th St. TH 100 CSAH 17 (France Ave.) Augmenter Arterial
All other minor arterials are considered "B" minor arterials. The "B" minor arterial roadways in
Edina are identified in Table 8.2, below.
Edina Transportation Chapter — Draft 6
August, 2007
-rDeletecl: major collectors, minor —1
Table 8.2 — "B" Minor Arterial Roadways
Roadway From To
CSAH 158 (Vernon
Road/Gleason Road)
TH 62 (Crosstown) TH 100
Blake Rd./Interlachen Rd. North City Limits Vernon Ave.
Gleason Rd TH 62 (Crosstown) Valley View Rd.
Valley View Rd./Tracy Ave. Gleason Rd. Olinger Blvd.
Valley View Rd./Braemar
Blvd./Dewy Hill Rd.
TH 169 Cahill Rd.
Cahill Rd. 78th St. 70th St.
W. 70th St. Cahill Blvd. CSAH 17 (France Ave.)
Normandale Rd/Valley View Rd. Benton Ave. TH 62 (Crosstown)
Valley View Rd./69th St. W. 66th St. Eastern City Limit
W. 77th Ave./Minnesota Dr. Parklawn Ave. Edinborough Way
Edinborough Way W. '76th St. CSAH 31 (Xerxes Ave.)
Wooddale Ave. W. 50th St. Valley View Rd.
Collector Streets. The collector system provides connection between neighborhoods and from
neighborhoods to minor business concentrations. It also provides supplementary interconnections
of major traffic generators within the metro centers and regional business concentrations.
Mobility and land access are equally important. Direct land access should predominately be to
development concentrations. In order to preserve the amenities of neighborhoods while still
providing direct access to business areas, these streets are usually spaced at one-half mile
intervals in developed areas. Collector roadways in the Edina are summarized in Table 8.3,
below.
Table 8.3 Collector Streets
Street From To
Lincoln Drive TH 169 Maloney Ave.
Maloney Avenue Lincoln Drive Blake Road
Brookside Ave. Interlachen Blvd. North City Limit
44th St. Brookside Ave. East City Limit
Normandale Rd. Benton Ave. Eden Ave.
Eden Avenue Vernon Ave. 50th St.
49 1/2th St./51st St. France Ave France Ave.
54th St. Wooddale France Ave.
Southview Lane/Concord
Ave/58th St.
TH 100 France Ave.
60th St. France Ave. Xerxes Ave.
Wilson Rd./Normandale Rd. Eden Ave. Benton Ave.
Benton Ave. Tracy Ave. TH 100
Tracy Ave. Vernon Ave. Olinger Blvd.
Olinger Blvd. Vernon Ave. Tracy Ave.
McCauley Trail Gleason Rd. Valley View Rd.
Gleason Rd. Valley View Rd. W. 78" St.
Valley View Road Braemar Blvd Gleason Ave.
Valley Lane Valley View Rd St.
66th St. Valley Lane Valley View Rd.
Antrim Rd. Valley View Rd.
Antrim Rd.
70th St.
Cahill Rd. 70th St.
70th St. France Ave. York Ave.
Hazelton Rd. CSAH 17 (France Ave.) CSAH 31 (York Ave.)
Parlclawn Ave. CSAH 17 (France Ave.) CSAH 31 (York Ave.)
Edina Transportation Chapter — Draft 7
August, 2007
Concord Ave. Valley View Road Southview Lane
CSAH 31 (York/Xerxes Ave.) Northern City Limit Southern City Limit
Metro Boulevard Edina Industrial Boulevard 70th Street
62'd Street France Ave. Valley View Rd.
Local Streets provide the most access and the least mobility within the overall functional
classification system. They allow access to individual homes, shops, and similar traffic
destinations. Through traffic should be discouraged by using appropriate geometric designs and
traffic control devices. Local streets in the Cit) are depicted on Figure 8.4.
Jurisdictional Classification
Roadways are classified on the basis of which level of government owns and has jurisdiction over
the given facility. The three levels of government that have involvement are the State of
Minnesota (Mn/DOT), Hennepin County, and the City of Edina. Mn/DOT owns/maintains the
Trunk Highway (TH) system, Hennepin County the County State Aid Highway (CSAH) and
County Road (CR) system. The City owns/maintains the local streets, including Municipal State
Aid (MSA) streets. Figure 8.5 provides a graphic depicting the jurisdictional classification of the
overall roadway network serving Edina and its residents, businesses, and institutions.
Problem Locations
The primary current problem locations are identified below.
Trunk Highway system congestion—Peak period congestion occurs on nearly all of the trunk
highway segments passing through or adjacent to the City. This includes 1-494, TH 169, TH
100, and TH 62 (Crosstown Highway). In addition to the mainline congestion, queuing from
ramp meters provides a source of localized congestion on the City street system as discussed
under the following heading.
Freeway interchange queues — Peak period queuing occurs at most freeway ramps. In particular,
the older freeway interchanges with TH 62 at Xerxes Avenue and France Avenue have
inadequate bridge width and storage capacity to accommodate vehicles waiting at the queue.
Similar problems exist along TH 100 at West 70" Street and West 77th Street.
,Through traffic on local streets —Various residential areas experience, or perceive that they _ _ _ _
experience, large amounts of through traffic. These neighborhoods include: Parkwood Knolls,
the Tracy Avenue/Valley View Road area, and White Oaks/Country Club area.
France Avenue/West 50" Street Intersection— This intersection, in the middle of a popular older
commercial area, is affected by high pedestrian traffic levels as well as high vehicular traffic
volumes. It is a destination for local as well as many non-local visitors.
France Avenue from the TH 62 interchange through the Greater Southdale area — The TH
62/France Avenue interchange does not have enough storage capacity for queued vehicles as
discussed under a previous heading. The flow of traffic on France Avenue south of TH 62 is
compounded by traffic accessing major medical, office, and retail traffic generators along France
Avenue.
West 70" Street east of TH 100— This roadway segment, with a freeway interchange at one end,
and a major commercial area on the other, experiences traffic levels which cause difficulties for
adjacent homeowners.
Edina Transportation Chapter — Draft 8
August, 2007
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West 77'h Street/Edina Industrial Boulevard interchange with TH 100— This interchange
experiences congestion related to freeway access and local traffic.
8.2.2 Safety Analysis
Five-year Mn/DOT crash data for the period 2002-2006 was obtained in Geographic Information
System (GIS) format. The locations and frequencies of crashes during this timeframe for Edina
are depicted on Figure 8.6. Much of this data is consistent with what would be intuitively.
anticipated:
• The highest crash locations are at interchanges involving trunk highways
• The overall France Avenue corridor has a relatively high number of crashes, particularly
at the TH 62 interchange, and at higher-volume cross streets
However, locations of particular interest are those that seem surprisingly high relative to traffic
volumes, and therefore may have unique design or other problems which should be corrected.
These locations include the following:
• TH 100/TH 62 interchange — While the interchanges generally have high accident counts,
this one has the most crashes of the interchanges by a significant margin. The majority of
these crashes appear to be where the eastbound-to-northbound loop merges onto
northbound TH 100. The City should coordinate with Mn/DOT to further investigate this
location and potential deficiencies that may be corrected.
• Northbound TH 100 at exit ramp to W. 50th Street/Eden Avenue
• TH 62/Gleason interchange
• France Avenue at W. 58th Street
• France Avenue at W. 65th Street
• France Avenue at Minnesota Drive
• W. 70th Street at Metro Boulevard
• Vernon Avenue at Interlachen Boulevard
These locations should be monitored and further evaluated as deemed appropriate by City staff
In addition to the locations above. the 50 1 Street and France intersection is an ongoing location of
safety concern which should be monitored.
The IvIn/DOT data files are such that individual intersections, areas. or corridors can be analyzed
in detail. For each oiven study area, crashes can be sorted/analyzed in terms of severity of
accident. type of accident. and other factors. For severity, the categories range from -fatality to
property (vehicle) damaec only. The primary types °Incidents include rear-end, head-on.
sideswipe. rioht angle. left turn. Different types of intersection conditions and/or deficiencies will
lead to different patterns of crash types. The outcomes far given study areas can be compared to
statewide averages .lor a given type of facility to assess the matmitude of the problem relative to
eNpected conditions for that facility type.
Edina Transportation Chapter — Draft 9
August, 2007
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8.2.3 Existing Transit Service and Facilities
Paratransit
Paratransit services are currently provided by Edina Dial-a-Ride Transportation. Door to door
service is provided using a wheelchair lift-equipped van on a first come-first serve basis. Hours of
operation are Monday through Friday, 9 a.m. to 3 p.m. 24-hour advance notice for scheduling is
required. Fees are $3 per one-way ride, and anyone living within Edina is eligible.
Scheduled Transit
The key transit facility in Edina is the Southdale Transit Center. This is part of the Southdale
Shopping Mall. It includes a covered shelter area with route/schedule information. The
Southdale Transit Center is one of the busier transit centers in the Twin Cities, with eight transit
lines which stop and link at this location. There are also 100 parking spaces at a Metro Transit
park and ride lot at this location.
Scheduled transit service for Edina residents is currently provided by Metro Transit (a division of
the Metropolitan Council) and by Southwest Metro Transit. The existing scheduled service to
Edina residents is depicted on Figure 8.7 and summarized on Table 8.5, below.
Table 8.5 — Existing Scheduled Transit Service in Edina
Route Number Service Route/Area Service Description
6 Edina (includes Southdale Transit Center),
Uptown, downtown Minneapolis, University
of Minnesota
High frequency local service, all
day/evening, all week; 5-15
minute headways
46 Edina (includes 50th/France), south
Minneapolis, St Paul
Local service all day/evening, all
week: 30-60 minute headways
114 Edina (includes Southdale Transit Center),
south Minneapolis, Uptown University of
Minnesota
Commuter/student service during
a.m. and p.m. rush hours,
weekdays
146 Edina (Vernon Ave.), southwest
Minneapolis, downtown Minneapolis
Commuter express (I-35W)
service during a.m. and p.m. rush
hours, weekdays
152 Edina (includes Southdale Transit Center),
Lake Street, University of Minnesota
Commuter/student express (I-
35W) service during a.m, and
p.m. rush hours, weekdays
515 Edina (Includes Southdale Transit Center),
Richfield, South Minneapolis, Bloomington
(includes Mall of America), Veterans
Medical Center (alternate route)
Local service, all day/evening, all
week; 10-30 minute headways
538 Edina (includes Southdale Transit Center),
Bloomington (includes Mall of America)
Local service, all day/evening, all
week; 30-60 minute headways
539 Edina (includes Southdale Transit Center),
Bloomington (includes Normandale
Community College, Mall of America)
Local service, all day/evening, all
week; 30-60 minute headways
540 Edina, Richfield (includes Best Buy
Headquarters), Bloomington (includes Mall
of America)
Local service, all day/evening, all
week; 15-30 minute headways
during a.m./p.m. rush hours,
otherwise 30-60 minute
headways
568 Downtown Minneapolis, south Minneapolis,
Edina, Minnetonka (Opportunity Partners)
Weekdays only, one a.m. run
from Minneapolis to Opportunity
Edina Transportation Chapter — Draft
10
August, 2007
Deleted: Under preparation. Reference
review of tran.sportation plans by other
agencies such as Hennepin County and
adjacent cities, as well as applicable
,studies.
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Partners; one p.m. run from
Opportunity Partners to
Minneapolis
578 Edina (includes Southdale Transit Center),
downtown Minneapolis
Commuter express service (TH
62 and 1-35W) during a.m. and
p.m. rush hours
587 Edina, downtown Minneapolis Commuter express service (TH
100 and 1-30) during a.m. and
p.m. rush hours, weekdays
631 (Southwest Metro
Transit)
Chanhassen, Eden Prairie, Edina (Southdale
Transit Center)
-
Weekday service, morning
through evening; approximately
10 runs per day each direction
Note: all routes are Metro Transit with the exception of 631, which is Southwest Metro Transit.
8.2.4 Non-Motorized Transportation
Pedestrian Facilities
The existing and proposed network of sidewalks and pathways serving the City of Edina is
depicted on Figure 8.8. Potential future sidewalk strategies and improvements are further
addressed in Section 8.7.
Bicycle Facilities
The existing Bicycle facilities are depicted on Figure 8.8.
In 2006, the City initiated the Bike Edina Task Force (BETF), made up of interested citizens and
City staff. The City of Edina applied for and received a Blue Cross Blue Shield Physical Activity
Promotion grant to prepare a Comprehensive Bike Plan. This Bike Plan has been prepared under
the supervision of the BETF. Its primary findings and recommendations are summarized Section
8.7 of this Comprehensive Plan.
8.2.5 Freight Movement
Under preparation.
8.2.6 Aviation
Under preparation.
8.3 Transportation Planning Context
Akey _aspect_ of_transportatintlplarming_ is _cifeet lye coordination between _different government_
agencies as transportation authorities. In the case or Edina:this includes the Metropolitan
Council. Mn/DOT. Hennepin County. and neighboring communities. As part of the process of
preparing this transportation chapter. transportation planning documents prepared by other
agencies were reviewed and considered. This included the following:
• Metropolitan Council ,2_930 Transportation Polier_Plcm
• MnIDOT patelvicle Transportation _Plan _
O Hennepin County ;Transportation System Plan
Edina Transportation Chapter — Draft
August, 2007
11
• Transportation plans of adjaCent communities
7/ie Edina transportation chapter will be distributed for outside agency review prior to being
finalized 1hr submittal to the Metropolitan Council. Comments made andpotential resulting
revisions will be summarLed in a technical memorandum for the project and potentially included
as an appendix to the transportation chapter. A Formatted: Font: Not Italic
Deleted: Page Break
8.4 Roadway,Network Planning Deleted: /
8.4.1 Traffic Forecasting _
To evaluate and plan for future network improvements, it is necessary to project what future
traffic levels will be. Consistent with Metropolitan Council guidelines, traffic forecasts were
made for the year 2030. These forecasts were made using the Metropolitan Council Regional
Model.
The foundation of the traffic forecasting model is the use of Transportation Analysis Zones
(TAZs). The boundaries of TAZs within the metropolitan area are defined by the Metropolitan
Council. The TAZs used in the forecasts for this Transportation Plan are identified on Figure
8.10 Information regarding planned/anticipated future land use is established for individual
TAZs. This data includes population, household, and retail/non-retail employment information.
The regional model uses the social and job data from each zone, combined with roadway
information, regional travel tendencies identified from Travel Behavior Inventory surveys, and
other factors, to generate and allocate trips throughout the study area. The regional model is very
complex; using it for specific locations or cities requires appropriate application procedures and
local adjustments consistent with industry standards for travel demand forecasting. The modeling
methodology is further discussed in Appendix T-1.
, The TAZ inputs used to generate 2030 results were based on the land use information discussed
in Chapter 5 of this Comprehensive Plan. The resulting traffic volumes are provided on Figure
8.3.
8.4.2 Deficiencies and Improvement Needs
General
The City of Edina is considered fully developed and therefore it is not expected to see substantial
traffic increases over the planning horizon in many locations. However, with the anticipated
redevelopment of land use in some locations, combined with regional traffic trends and
considerations, there will be some areas of significant traffic growth. Taking into account
projected future traffic conditions, together with current issues, the following areas have been
identified for recommended improvements and/or monitoring and further evaluation:
• Gateway area redevelopment
• France Avenue (1-494 to TH 62)
• W. 70th Street
• East-west connector corridor
These areas will be addressed under the following headings. The final heading will address a
summary a implementation considerations and requirements. Within the context of this planning
Edina Transportation Chapter — Draft 12
August, 2007
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Deleted:1
Deleted: 0
I Deleted: 0
Deleted: Short of the Maximum
Commercial scenario, the AUAR analysis
identifies that a range of development
outcomes in the Gateway Study Area can
be accommodated from a traffic
perspective without major infrastructure
improvements. However, effective
improvement of roadway geometries
(turn and/or through lanes) will be
required. The specific improvements
ultimately required will be determined by
the development which actually takes
place over time.
'(Deleted:
Deleted:
level information, individual projects will be identified to be included in the City's Capital
Improvement Programs over the next ten years (until the next Comprehensive Plan Update is
required).,
Gateway Redevelopment Area Improvements
In 2007 the City prepared an Alternative Urban Areawide Review (AUAR) for an area generally
bounded by TH 100 to the west, Fred Richards Golf Course/76th Street to the north, France
Avenue to the east, and Minnesota Drive to the south (see Figure 8.12). The impetus behind this
AUAR was a private developer purchasing a series of parcels within the Study Area with the
intent to perform redevelopment. The City decided to review the potential for greater
redevelopment within the commercial and industrial area along West 77th Street adjacent to these
recently acquired parcels.
The AUAR reviewed four different scenarios: 1 — Comprehensive Plan (1998), 2— Master Plan
(proposed by developer), 3 — Maximum Commercial, and 4 — Maximum Residential. Each of
these scenarios required its own set of roadway improvements to accommodate the development
envisioned for the given scenario. These improvements are depicted on Figure 8.11, Perhaps the _
most notable observation is that Scenario 3 (Maximum Commercial) would require
reconstruction of the 77th Street Bridge over TH 100 to provide additional through and turning
lanes. Funding requirements may preclude the implementation of this scenario in the foreseeable
future.
The AUAR identifies improvements Which will be reuuired for various generalized development
outcomes which can he envisioned at this time. The'speci fie improvements which will be .
required. and the schedule of those improvements, will be dictated by the development projects
which are actually proposed and occur over time. It is recommended that the City clarify to
developers early in the plan review procedures for this overall area that they must address
transportation improvement needs in a proactive manner. The City will coordinate with
developers recarding the planning and funding of the improvements. but developers will be
required to perform their "fair share" such that needed improvements are identified and
implemented in advance of the added traffic volumes.
A conceptual east-west connector corridor north of 1-494 has been identified for further
evaluation and potential long-term implementation. This corridor, identified on Figure 8.1Z and
using W. 78th Street, Viking Drive, W. 77th Street, and W. 76th Street with enhanced continuity,
will be further discussed under a separate heading, below. The improvements addressed in the
Gateway Area AUAR are considered short to mid-range improvements, with the east-west
connector corridor being a long-range concept.
France Avenue (TH 62 to 1-494)
France Avenue between TH 62 and 1-494 carries high volumes of traffic. The design of the
roadway, 4-lane divided with turn lanes, has a high level of capacity, and roadway actually
operates better than what perhaps is the common perception. For example, motorists must wait
more than one signal cycle to proceed through an intersection only infrequently even at peak
travel times. However, as traffic levels increase into the future as projected on Figure 8.3,
congestion on the main portion of this stretch of roadway will become more of a concern. The
largest operational problems for this stretch of roadway have to do with France Avenue's
connections to TH 62 at the north, and 1-494 at the south.
Edina Transportation Chapter - Draft 13
August, 2007
TH 62 and central areas
The primary issue at TH 62 is that there is not enough bridge width to provide storage for
vehicles waiting in queues on France Avenue at the interchange. For the France Avenue/TH 62
interchange, the option to make physical improvements is severely limited based on funding
availability. To reconstruct the bridge and interchange to allow more vehicle storage and better
geometries would be very costly, and neither Mn/DOT nor Hennepin County (France Avenue is a
County roadway) have identified funding for such a project.
One means to improve this situation is through traffic management, attempting to spread the
traffic more equally between the interchanges at Valley View Road, France Avenue, and Xerxes
Avenue. Both the Valley View Road and Xerxes Avenue interchanges currently do serve to
relieve the France Avenue interchange, but efforts can be made to increase this affect. Options
which could be further explored include employee training for businesses in the area to promote
use the alternate interchanges as much as possible, and improved signage indicating the option of
using alternate interchanges. However, it is not known how effective such measures could be,
short of significant operational or infrastructure projects. One option which has been raised is
based on making France Avenue one-way in one direction, and XerxesNork Avenue one-way in
the opposite direction. This would improve the combined operational characteristics of the
roadways, but access difficulties would likely make it not viable.
There currently do not appear to be any physical/infrastructure projects which could readily be
implemented and would have clear benefits in terms of re-directing traffic from France Avenue to
York/Xerxes Avenue. However, as redevelopment takes place in the Greater Southdale area, the
City should promote access and street design to such that Xerxes/York Avenue is a viable access
alternative to France Avenue.
An important limitation of Xerxes/York Avenue in terms of serving as an alternate route for
France Avenue is that it does not have an interchange at 1-494. As will be discussed under a
separate heading, the City should investigate an enhanced east-west connector corridor north of 1-
494. This would tie into Richfield's 76t /77th Street corridor. A conceptual alignment is
provided on Figure 8.1, One of the benefits of such a connector route is that it could make the
use of Xerxes/York Avenue as an alternate to France Avenue more viable. East-west traffic flow
would be enhanced in the southern portion of the City with connections to both France Avenue
and York Avenue.
1-494 Area
The primary operational difficulty on France Avenue at the south end at 1-494 relates to the single
southbound right turn lane to accommodate both motorists using the ramp to westbound 1-494
and those using the loop to eastbound 1-494. This causes excessive southbound queuing in the
right lane. The proximities of Minnesota Drive and W. 78th Street to the interchange exacerbate
this problem. Hennepin County has identified a roadway re-striping plan which would help
address this problem. This plan separates the traffic turning onto the westbound 1-494 ramp from
the traffic turning onto the eastbound loop. The City will work with the County to ensure that
this improvement takes place.
W. 70 th Street
The section of W. 70 Street between TH 100 and France Avenue is problematic because it
experiences relatively high traffic levels for a roadway passing through a residential setting. The
traffic levels are due in large part to the basic context of the segment. At one end of the segment
is an interchange with major highway (TH 100), and at the other end is an important "A" minor
Edina Transportation Chapter — Draft 14
August, 2007
(Deleted: /
arterial roadway (France Avenue) and a major commercial center (greater Southdale area).
Traffic levels are currently at the high end of the capacity for a 2-lane roadway with turn lanes,
and residents in the vicinity have difficulties with traffic conditions. The Metropolitan Council
has designated this stretch of W. 70th Street as a "B" minor arterial roadway. Arterial roadways
generally serve a greater mobility function than access function.
The City of Edina has commissioned a W. 70th Street study. This study is currently underway
and will make recommendations regarding potential roadway improvements to address
operational/safety requirements and citizen concerns. The results of this study are anticipated in
Spring/Summer 2008.
East-West Connector Corridor
A significant transportation difficulty facing the City is that there is not a continuous east-west
reliever roadway on the north side of1-494. Motorists making east-west trips north of the
freeway must proceed through a series of roadway segments which are currently not well
coordinated or tied into a larger roadway network. Coordinating with adjacent communities, a
conceptual corridor has been identified which is depicted on Figure 8.11 (see "Bridge and
Continuity Improvement area"). This improvement area,would tie into W. 78th Street west of TH _ - Deleted: corridor
100 at its west end, and would tie into 76th Street at its east end. It would involve a new bridge
crossing of TH 100, which would relieve traffic levels on the W.77th Street/Edina Industrial
Boulevard bridge over TH 100.
The rationale behind this concept is to provide a roadway which would serve a similar function to
American Boulevard in Bloomington and the 76th/77th Street corridor in Richfield. It would tie
directly into the Richfield corridor. As stated above, it would relieve congestion through the TH
100/W. 77th Street/Edina Industrial Boulevard interchange. It would generally allow more
efficient east-west movements and tie into the larger Edina network more effectively. For
example, it would make Xerxes/York Avenue easier and more logical to use as an alternative to
France Avenue to relieve traffic levels on France. It would allow access to France Avenue to be
closed at Minnesota Drive. It would likely make this portion of Edina a more attractive location
for business and office development because of improved mobility and access.
Because this roadway would support and help operations on trunk highways (TH 100 and 1-494),
Mn/DOT and the Federal Highway Administration (FHWA) would be supportive of such a
project. The City should explore the availability of state and federal funding to help advance this
concept if it is deemed viable.
It should be emphasized that this long-term corridor improvement plan is only conceptual at this
point. However, it is recommended that the City continue to explore the concept and discuss it
with adjacent communities, Mn/DOT, and Hennepin County. The potential benefits of such a
corridor could be quite significant, just as American Boulevard has benefited Bloomington, and
the 76th /77th corridor has benefited Richfield.
Summary of Key implementation Considerations and Requirements Formatted: Font: Bold
,TH 62/France Avenue Bridge Reconstruction — The conaestion at this interchamle is
excessive and this has been a difficult problem for a number of years. This was identified
in the transportation section of the 1999 Edina Comprehensive Plan and discussed under
a previous heading in this doeument. The only way to adequately address the problem is
to reconstruct the bridge at this location. This Proitt would cost approximately $15
Edina Transportation Chapter — Draft 15
August, 2007
- (Tormatted: Font: Bold
Formatted: Indent: Left: 0.5",
Bulleted + Level: 1 + Aligned at:
0.56" + Tab after: 0.81" + Indent
at: 0.81", Tabs: 0.75", Left
Formatted: Bullets and Numbering
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{ Formatted: Font: Bold
,( Formatted: Font: Bold
( Formatted: Font: Bold
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Deleted: Since that plan was prepared
and adopted, the first two have these
revisions has been made, as identified on
Figure 8.4. However, the remaining two
reclassifications have not been made.
The City will continue to work with the
Metropolitan Council, as well as
Mn/DOT and the Cities of Eden Prairie
and Bloomington to advance the re-
classifications. The City's position is that
Deleted: Washington Avenue
reclassification is justified by the fact that
this roadway
( Deleted: Similarly, the
( Formatted: Font: Bold
-( Formatted: Font: Bold, Superscript )
( Formatted: Font: Bold
( Formatted: Tabs: 2.38", Left
Formatted: Font: Bold, Italic
( Formatted: Underline
Formatted: Underline
Deleted: In its 1999 Transportation
Plan the City of Edina proposed four
changes in the functional classification
map for roadways serving the City. All
of these changes entailed elevating the
classification of the roadway to "A"
minor arterial:7
<fi>Valley View Road between TH 62
and France Avenue — adopted by Met
Council
<if>West 78th Street between East Bush
Lake Road and Washington Avenue —
adopted by Met Council
<#>Washington Avenue south of Valley
View Road — not adopted by Met Councilll
<#>West Bush Lake Road south of West
78''' St. — not adopted by Met Council
Formatted: Font: Bold, Italic
Formatted: Font: Bold
•
.1
,
million. Neither Henne_pin County (France Avenue is a County roadwaY) nor Mn/DOT
have identified fundine for this project. The implementation actions recommended liar
this project include the followine:
• Continue to coordinate with Hennepin COLIMA', IVIn/DOT, and the City of
Minneapolis to communicate the ongoinu need for this project and attempt to identity
funds.
• Apply for erant fund inc for the project.
• Coordinate with commercial and medical entities which are served by the interchanoe.V
to identify' their willineness to_participate in the financing of the necessary
improvements to help servetheir own interests.
W.,70Street — This issue is currently beine studied in detail under another contract. _
The recommendations will reflect technical analyses as well as input from the public and
from Edina officials. Once these recommendations are advanced (anticipated by Sprim.,
or Summer 2008). the City should promptly take steps to implement them. balancing
sensitivity to local considerations and perceptions with regional (Metropolitan Council)
requirements as well as the City-wide need for an efficient arterial roadway network.
gateway Redevelopment Area Improvements The City should .require. early in the
plan review procedures for redevelopment projects proposed in this area. that
transportation improvements be clearly identified and addressed. The City will expect
develop_ers to plan, coordinate and finance their fair share of the required improvements
in a proactive manner.
yast West Connector Roadway — The City should continue to coordinate with
neiehboring communities, Hennepin County, and Mn/DOT to advance the plannine and
evaluation of the general corridor identified on lifzure 8.12, It is likely a lone-term _
concept, but as redevelopment is proposed and implemented in the southern portion of
Edina, consideration should be given to this potential corridor in terms of lone term right-
of-way issues and access design. ,
8.4.3 Roadway Functional Classification
The role and importance functional classification as a central transportation planning concept has
been discussed in Section 8.2.1. The existing roadway functional classification map is provided
as Figure 8.4. For "B" minor arterials and above, the Metropolitan Council determines
functional classification fur individual roadways. Local authorities may request chanoes (either
from arterial to collector or from collector to arterial', but must provide sound justification for the
request. and the Metropolitan Council makes the final determination. For collector roadways. the
jurisdiction which owns and Operates the facility has the. authority to define functional
classification status,
',file City of Edina desire.s three chanoes in functional classification, which arc depicted on Fig_y_re
8.5 and discussed below. They all are proposed reclassifications to arterial functional status.
,Washington Avenue south of Valley View,Road -- This reclassification is justified by
the fact that the,roadway iserves to relieVe traffic levels on a principal arterial, TH 169.
Xest Bush Lake Road South of W. 78`11 Street — This roadway relieves an interchange'
between to principal arterials, TH 169 and 1-494, thus justifying consideration of a
Edina Transportation Chapter — Draft
16
August, 2007
Deleted: One roadway segment may
be misclassified in terms of volume of
traffic and network linkage is
[Formatted: Font: Bold
Deleted: to the south
Deleted:. While
Deleted: it
Deleted: It is
I Deleted: recommended that the
t Formatted: Font: Bold, Italic )
Formatted: Font: Bold; Italic
reclassification. Although West Bush Lake Road is within Bloomington, it, and other
proposed designations for roads in Bloomington north of1-494, affects the ability of the
Edina roadway system to perform effectively. The City of Edina will continue to
coordinate with the City of Bloomington and the Metropolitan Council on this issue.
,Xerxes/York Avenue between American Boulevard,(Bloomington) and TH 62=
Whilejt is currently classified as a collector roadway, thisjs a Hennepin County roadway ss ,
(County State Aid Highway 31), which carries over 20,000 vehicles per day. It links an '
"A" minor arterial at the south (American Boulevard) with a principal arterial to the north
(TH 62). It serves to relieve traffic levels on France Avenue (County State Aid Highway
17), and the City hopes to increase this role for York/Xerxes in the future. Jhegity will_ _
coordinate with Hennepin County and the Metropolitan Council to evaluate and
potentially implement a reclassification of this roadway segment to arterial status.
8.4.4 Roadway Jurisdictional Issues
In general, it is good policy that Hennepin County and Mn/DOT assume responsibility for and
jurisdiction over the arterial network, and cities assume responsibility for the collector and local
street systems. This is, to a large extent, the situation in Edina. The existing roadway
jurisdictional classification system is depicted on Figure 8.5.
At present, there are no roadways in the City under state jurisdiction that are under consideration
for tumback to Hennepin County. Hennepin County, in its Transportation System Plan,
identifies three roadway segments that are candidates for tumback to the City of Edina:
• CSAH 20 (Blake Road/Interlachen Boulevard) from north City limit to Vernon Avenue
• CSAH 31 (Vernon Avenue) from 5 th Avenue_to_s_outh City limit (seetZeure 8.13)
• CSAH 158 (York Avenue) fro TH 62 to TH 100 s s Ficqtre 8.13
At the time of the 1999 Transportation Plan, the City of Edina felt that the tumback of CSAH 20
was logical given roadway use and access characteristics, and the transfer has in fact taken place.
Regarding the other segments, the City of Edina does not support either tumback option. These
segments should remain under County jurisdiction for the following reasons:
,CSAH 31 — This roadway serves an inter-community function, connecting Bloomington, _ _ - Formatted: Font: Bold
- - - - Edina and Minneapolis. It also links with TH 62. It carries a significant percentage of
traffic not originating or terminating in Edina.
,CSAH 158 —This roadway, an "A" minor arterial on the regional system, serves an inter-
community function, and is therefore appropriate for Hennepin County jurisdiction. It
carries a substantial percentage traffic not originating or terminating in Edina.
In the event the City is ultimately required to accept one or both of the transfers identified above,
it should ensure that the roads are brought up to the appropriate design and maintenance standards
prior to accepting transfer.
8.4.5 Access Management
Under preparation.
Edina Transportation Chapter —Draft 17
August, 2007
Formatted: Font: Bold
8.4.6 Transportation Demand Management
The primary emphasis of Transportation Demand Management (TDM) is to reduce the number of
vehicular trips on congested roadways during peak travel times. Since the many or most these
trips are commuter (work) trips, TDM strategies primarily involve the workplace context and
associated travel behavior.
The primary methods or strategies are identified below:
• transit
• car/van-pooling
• telecommuting
• flex-time
• non-motorized commuting
In general, the policies or incentives to promote TDM activities are provided through employers.
For example, employers can provide monthly discounts or passes to employees to use transit.
They can provide coordination services to match up individuals for car/van pooling activities.
They can allow or promote telecommuting, particularly in various industries for which face-to-
face contact is not important for task performance. Similarly, employers can allow or promote
flex time, which enables employees to travel to/from work at non-peak travel times. Regarding
non-motorized commuting, the provision of shower and changing facilities is often helpful to
promote bicycle commuting.
There are a number of reasons for employers to promote TDM activities. In some cases, vehicle
parking is at a premium and anything they can do to reduce parking requirements is beneficial.
Another example may be a large employer or group of employers accessed by congested road
systems. If these employers can reduce rush hour trips into their facilities and associated
congestion, it benefits their workers and makes their places of business more attractive places to
work. Some employers wish to reduce vehicle trips to their facilities -simply because it is "the
right thing to do" for environmental reasons.
Cities can increase TDM activities through promotional activities and by coordinating with key
employers to identify and implement TDM plans. Cities may require TDM plans for new
developments if they are large enough to have significant traffic impacts. The City of
Minneapolis actively uses this approach, for example. Cities can also form or coordinate the
formation of Transportation Management Organizations (TM0s). These organizations pool
resources and strategies to get the biggest "bang for the buck" for reducing traffic levels in a
given area. The City of Edina is an active member of the 494 Corridor Commission, which is a
TMO striving to limit single occupancy vehicle trips on 1-494.
It is difficult to project the quantitative benefits of Transportation Demand Management activities
with confidence. However, as fuel prices increase and congestion on major roadways in the
metro region increase into the future, the demand for and potential of this approach will increase
accordingly.
The City of Edina currently requires developers proposing_projects over a given magnitude
threshold to submit IDIVI plans as part of the plan review and approval process. The City's
requirements in terms of commitment to TDM activities and proerams within the TDM plans are
currently not rigorous. For example. these plans often simply identify existing transit service
Edina Transportation Chapter — Draft 18
August, 2007
within the vicinity of the proposed project to suggest future TDM activities. It is recommended
that the City evaluate the option of adding ''teeth" to TDM requirements tbr developers, perhaps
using the Minnewol is protgam as a guide,
8.5 Community/Aesthetic Design for Transportation Facilities
Community design goals and treatments were discussed in detail in Chapter 5 of this
Comprehensive Plan. Roadways are an important component in community design because they
represent a significant percentage of the overall land area of any community, they represent
public space which the City has jurisdiction over (the municipal right-of-way area), and because
they are obviously very visible to many travelers, local and non-local.
Chapter 5 established a number of guidelines which included creating a hierarchy of
thoroughfares from a character/aesthetic perspective. It is emphasized that such a hierarchy
would be distinct from functional classification system discussed in this chapter. While there
may be significant overlap, the functional classification network is used to determine functional
design parameters such as number/width of lanes and access spacing, as well as more general
network planning to promote efficient movement (motorized and non-motorized) throughout the
entire City. On the other hand, the community design hierarchy of thoroughfares involves
aesthetic or contextual design elements such as landscaping/streetscaping, as well as guidelines
that reinforce the need for safe and enjoyable pedestrian and biking activity.
As discussed in Chapter 5, the recommended hierarchy of thoroughfares includes the following:
• Primary Thoroughfares — Centrally located street that services multiple land use
functions. Only France Avenue south of TH 62 is in this category.
• Residential Thoroughfares — Important, linking roadways which run through largely
residential neighborhoods, including Vernon Avenue, Interlachen Boulevard, and North
France Avenue.
• Business District Thoroughfares — Serve commercial and office centers. Examples
include York Avenue, 66th Street, 77th Street, and Metro Boulevard.
The locations of these areas categories are provided on Figure 5.x, and more detailed discussion
and guidance is provided in Chapter 5.
Another important component of the Community Design Plan which pertains to transportation
and roadways is the guideline for gateways. Gateways define areas with character and a sense of
place, and can include such features as street or other lighting, signage, street furniture and public
art, and other streetscape improvements. Many of these elements are in place in various districts
throughout the City, but other locations could be identified and improved. Further detail on this
topic is provided in Chapter 5 of this Comprehensive Plan.
8.6 Transit Plan
8.6.1 Scheduled Service
The City of Edina, as an inner ring suburb, has good transit service relative to much of the overall
metro region. The existing service and facilities are identified on Figure 8.71 The Southdale
Transit Center is one of the busiest transit facilities in the region, and there is generally good
commuter service to downtown Minneapolis. However, transit service in western portions of the
Edina Transportation Chapter — Draft 19
August, 2007
{—Deleted; preliminary assessment
{ Deleted: would
Deleted: Key implementation issues to
be considered includel
<4>Location and access1
<4>Local impacts
<#>Faeility design
<#>Funding/potential schedule
Please note:-City representatives will be
meeting with Metro Transit staff on
Thursday, September 610 discuss this and
other transit issues. Resulting
information will be provided at the
September 6 ETC meeting.
Formatted: Superscript
City is quite limited. Additionally, the need has been identified to evaluate additional park and
ride capacity to improve the usability of commuter service for Edina residents. This will be
discussed further under the facilities heading, below.
As has been discussed in Chapter 3 of this Comprehensive Plan, the population of Edina is aging
to a greater degree than many communities in the region. This trend will likely increase the
demand for transit services in the coming years. The City should track this and other factors
including increasing gasoline costs to assess on-going demand for enhanced scheduled transit
service. The City should work with Metro Transit and Southwest Metro Transit to advance such
service as demand is identified. Metro Transit provides the great majority of transit service in
Edina, and it would make the determination if service revisions or enhancements would be viable
for its service areas. The ability to plan and provide additional transit service is subject to a
significant degree by state and regional funding that Metro Transit receives.
Edina is somewhat unique in that west of TH 100 it has a relatively suburban feel and character,
and east of TH 100 its tbrm and character is more urban. The transit model for more suburban
areas is filled in many communities by the Minnesota Valley Transit Authority (MVTA), whereas
Metro "Fransit service is typically more geared for urban settings. It may be advisable for the City
to have discussions with MVTA regarding the possibility of enhanced MVTA service in the
weStern portions of the City.
Deleted:
8.6.2 Facilities
Metro Transit has performed an evaluation ,of a potential park and ride facility at the TH 100/W. _
50th Street interchange. This assessment indicated there will be.pe demand for a 200-300 vehicle _
facility within the next 10-15 Years, and would thus be a desirable location. , _ _ _ _
A private developer has proposed redeveloping the site ofthe current City of Edina Maintenance
Facility north of Eden Avenue in the southwest quadrant of the TH 100/5(e Street interchange
area. The City and the developer have coordinated on this issue. and the redevelopment project
appears to be viable from the C'itv's perspective pending on-going negotiations. Metro Transit
has had discussions with the developer regarding the provision of decked parking for a
park-and-ride facility as part of the project the developer would be compensated for this
construction). Metro Transit staff has indicated that this would be a favorable location in terms of'
bus access and circulation.
A park-and-ride facility in this location would be of significant benefit for City residents desiring
express service to downtown Minneapolis. This is particularly true given that there currently is
only limited transit service in the western portion of the City. The City- should continue to
coordinate with the pyivate developer and Metro Transit to advance this project. Whatever
alternative may be ultimately selected for final development, careful assessment of local traffic
and other impacts will be required. including mitigation measures as deemed necessary through
analysis and local input.
8.6.3 Local Circulator Service
As discussed above, there is very limited Metro Transit Service in the western portions of Edina.
The City has had discussions with Metro Transit to provide additional service to the western
areas, perhaps as circulator service. This would involve smaller vehicles which would seat
between 12 and 18 riders. Metro Transit has determined that there is not enough demand in this
area for it to viably provide such service, given its funding limitations. Metro Transit staff has
Edina Transportation Chapter — Draft 20
August, 2007
Deleted: preliminary
Deleted: , and to foster discussion
regarding potential alternative approaches
f Formatted: Font: Italic
Formatted: Font: Not Bold
( Formatted: Font: Italic
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,( Formatted: Font: Not Bold
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( Deleted: envisioned
cited the relatively high income levels and high rates of car ownership as factors limiting the
demand for additional transit service in these areas.
The City has decided to evaluate, on a preliminary basis, the option of providing its own
circulator service. This would provide service to the western portions of the City and would give
those who cannot drive or choose not to and alternative travel mode to use. The City, along with
the City of Bloomington, currently operates the B-E line, which provides scheduled service
between the Edina Transit Center and the Mall of America. The circulator service discussed in
this section could potentially be provided as an extension of B-E services.
A conceptuaLlocal circulator plan has-been identified to help evaluate the viability of this type of _
service in Edina on a preliminary basi lease note that there are manv alternative,approaches
and levels of service which could be pursued regarding. local circulator .s.erviceand the example
provided in this section serves onlv to provide a basylinejor stimulating discussion and further
evaluation. The basic parameters of thePaseline service are summarized below: •
• Service provided between 6 am and 6 pm on weekdays, 8 am and 4 pm on Saturdays
• Two transit vans in service simultaneously on weekdays, one on Saturdays
• Transit vans use the route identified on Figure 8.14; during weekdays, one van would
circulate in one direction, and the other in the other direction
• Continuous service — each loop would require approximately 45-60 minutes to
complete, including stops: headwavs would thus likely be hourly. for ease of residents
anticipating time of service: each location on the route would have two transit vans
pass by per hour. one in one direction and the other in the other direction
• Transit vans to be ADA-compliant
The primary considerations going into defining the route identified on Figure 8.14 included the
following:
• Stay on collector-level roadways and above
• Try to maximize the number of households within 1/2 mile of the route
• Connect to other transit service, most notably the Southdale Area Transit Center, and also
directly to Metro Transit Route 587 (Vernon Avenue and Eden Avenue) providing
commuter service to downtown Minneapolis
• Connect to local as well as larger-scale commercial areas
• Connect to parks, the library, and other community resources
• Connect to medical service facilities
The general economics of the service identified in Table 8.x, below.
Edina Transportation Chapter — Draft 21
August, 2007
Table 8.x - General Cost Evaluation of City Circulator Service
Capital Costs
Vehicles (cutaway van — 13 passenger capacity)
3 vehicles' x $50,000/vehicle $150,000
Annual Operating Costs
Vehicle Maintenance, Insurance
$150,000 x 0.10 $15,000
Fuel
(6,700 hours x 17.5 mph)/(7.5 mpg)x($3.00/gallon) $46,900
Drivers
(6,700 hours x $25/hour2) $167,500
Administration
$167,500 x 0.15 $25,100
Total Annual Operating Costs
$15,000 + $46,900 + $167,500 + $25,100 $254,500
Assume one extra vehicle purchased for backup. Rotating vehicle usage will prolong service life.
2 Includes benefits.
,The primary question which is difficult to answer with this level of analysis is the potential
ridership which would be generated. As Metro Transit staff has pointed out, the average
income/auto ownership in Edina is high relative to the overall Metro region, which factors against
high ridership. There are not many examples of local circulator routes in the Metro Area to draw
upon as indicative of potential results which might be achieved in Edina. Local circulator service
which is analogous to the analytical example outlined above is currently provided by the City of
Shakopee through operations by Scott County (Route 496 E and W). While this service has been
in place for approximately four years and is effectively provided. ridership response has been
disappointing. Through 2006 and half of 2007. this service has averaged less than 50 riders per
day. However. caution is retwired to draw too much from one citv/proffam example to another.
Further evaluation would have to be performed to get a relatively firm estimate regarding
ridership associated with the identified circulator transit service.
Alternative approaches which could be considered are discussed below:
Additional service and alternate route locations relative to the example outlined
above— Rather than having two transit vans in service at all times, it may b_e_preferred to
double this such that directional headwavs are every half hour as opposed to every hour.
This would add roughly $100.000 to the capital costs (assuming continued use of one
spare vehicle), and would increase operating costs by approximately $250,000. based on
the general assumptions identified above. Hours of service could also be extended into
the evening, and this would add to operating costs accordingly. The route identified on
fiNure 8.14 could_befinettunedto have better coverage to indidual, locations pending
further evaluation of trip sources.
Allybrid fixed route/flex route service — Under this approach a_portion of the coverage
would be based on timed fixed route stops and the other portion would be "free roaming"
service based on called requests for rides. An example of this approach might include a
northern service line (north of TH 100) and a southern service line (south of TI1 100).
The northern line would originate at the Southdale Transit Center arid would proceed
north on France Avenue and west on 5021 Street using a fixed schedule., Once it got west
of TI -1 100. it would_piek up riders wherever they call for service for, say. one half hour
Edina Transportation Chapter — Draft 22
August, 2007
Deleted: A portion of these costs would
be off-set by rider fares. To get a general
sense of the numbers involved, assuming
an average fare of $1.50 per ride,
recovering annual operating costs (not
including debt service on the vehicles)
would require approximately 170,000
riders per year, or 550 riders per
operating day (including weekdays and
Saturdays).$
-I Formatted: Font: Bold
Formatted: Font: Bold
(Formatted: Font: Bold, Italic )
Formatted: Font: Bold
Formatted: Font: Bold J
f ormatted: Superscript
Deleted: The example of service
outlined above may be used to discuss
and consider other service approaches.
The primary program variables include
the following:I
<#>Number of vehicles
<#>flervice routes (general route
locations; fixed versus fixed plus flexible;
one overall loop (as proposed above] vs.
separate/smaller routes)1
<#>Hours of operations
<#>Fare poticy
(Deleted: (under preparation). V
{_Formatted: Font:- Not Italic
( Formatted: Font: Bold, Not Italic
( Formatted: Font: Not Italic
west of TH 100. The transit van could provide drop-offs as yell as pick-ups west of TH
100 during this "free roaming" time. At a set time, the transit van would proceed back to
a location in the proximity 01TH 100 on 50th_Street_and would retrace its route back to
the Southdale Transit Center according to its established schedule, The south line would
use this same approach. but using 70th Street as its .east-west fixed route. and would _
provide "free roaming" service generally south of TH 62 and west ofTFl 100. The
advantage of this approach would be that there would be door-to-door service west of TH
100. where there currently is the most limited coverage. At the same time it would
provide efficient connection to key destinations east of TH IOU.
The information and discussion provided above is intended to stimulatureliatinary but
systematic consideration circulator service which could increase transit coverage in western
Edina. To move this issue forward, a more detailed study will be required to address the
following issues:
• Clarify the City's understanding of potential ridership: who will use the service and at
what times?
• Preferred service type and -frequency
• If fixed route, identify the optimal routes and stops
• If a hybrid fixed route/flex service. identify optimal operating parameters
• Hours of operations
• Fare structure
Regarding fare structure, it would have to be understood that the provision of circulator service
would not be self-sufficient IlDin a cost perspective. Almost all transit service provided in this
country is government-subsidized, in many instances heavily so. Providing this type of service
would be a demonstration of the City of Edina's commitment to providing superior service to its
residents by providing, alternatives to reliance on car usage.
8.6.4 Greater Southdale Area Shuttle Service
Studies conducted for the City of Edina have performed preliminary assessments of potential
shuttle transit service serving the greater Southdale area as part of larger investigations. The most
recent of these has been the Edina Promenade Urban Design Plan (URS Corporation). This
document identified a concept involving small bus or tram service shuttling passengers from the
Southdale hospital complex to the north to Edinborough on the south end. The study
recommends use of an alignment partially down the center of the study area, and partially along
its east side on York Avenue as depicted on Figure 8.15,
Arneeting was held with representatives of Metro Transit in August of 2007 on transit issues
)ertainin > to the City of Edina. including this potential shuttle service. Metro Transit felt that one
option which could be explored is the use of an existing Metro Transit line. perhaps 578. to
provide service along the general route identified on Figure 8J5A. This line has relatively
frequent headways and could work adequately in this_appliCation. However, there is not
sufficient clearance underneath the Cialleria fbr a full-sized transit bus. In addition, the City may
desire more distinctive and appropriately sized (smaller) busses to perform this function.
If is recommended that the City perform a study, potentially in conjunction with circulator service
referenced above, to assess the viability and implementation requirements associated with
Edina Transportation Chapter — Draft 23
August, 2007
I Formatted: Superscript
- 4. Formatted: Superscript
- ( Formatted: Font: Bold
Formatted: Bullets and Numbering )
_
proposed shuttle service for the Greater Southdale area. Such a study would address the
Ibllowino topics:
• Clear definition of what function the service is supposed to provide and who its patrons
would be
• Review of similar systems elsewhere
• Potential use °Ian existing Metro Transit Line
• Assessment of vehicle types
• Service delivery (City operation vs. contractor)
• Preferred route allotment (efficient runnino time vs. comprehensive front door- service)
• In frastructure improvement requirements
• Traffic control requirements
• Overall cost considerations
• Business coordination issues
• Recommendations for pilot project
8.6.5 Light Rail Transit
,ynder_Preparation _Will clarifY that regional transitways are the responsibility of the
Metropolitan Council and the Metro counties. These are long range and capital-imensive
projects on a regional scale. The only planned transitwav uNctim; Edina is the Southwest
Corridor (Light Rail Transit) from Downtown Minneapolis to Eden Prairie passing just north of
the northwest corner of Edina_ The Ci4v should track the planning and development of this
corridor.
8.7 Non-Motorized Transportation
Pedestrian Facilities
Please refer to text included separately in this packet.,
Bike Facilities
• This section will summarize information and findings from the Comprehensive Bike Plan
which is currently (September,2007) being prepared under the_supe_rvision_of the Bike _
Edina Task Force.
8.8 Other Transportation Issues
These sections will be prepared in accordance with Metropolitan Council requirements:
• freight
• aviation
Edina Transportation Chapter — Draft 24
August, 2007
Formatted: Bullets and Numbering
Formatted: Font: Not Italic
Deleted: Please note: the
Transportation Plan will identn5,
implementation issuesforfurther
evaluation including:1
1
.0>Review similar programs elsewherell
<#>General cost parameters$
<#>Service provision (City vs.
contractor)
4>Vehicle types
<#>Infrastructure
compatibility-improvement needs$
<#>Landowner coordination
requirements
<#>Potential pilot project 5
Formatted: Font: Not Bold, Italic
[Formatted: Font: Not Bold I
Formatted: Font: Italic
I Formatted: Font: Italic • J
Deleted: Under preparation. From a
planning and transportation perspective,
an enhanced network of sidewalks would
he preferred to promote non-motorized
access,connectivity as well as healthy
activity on a community-wide basis.
However, there are many issues to
consider and input ,from the Edina
Transportation Commission will be very
valuable. 11
Deleted: August
Deleted: A preliminary draft of the
Comprehensive Bike Plan has been
reviewed, and based on this review it is
anticipated that the text and information
in this portion of the Transportation
Chapter will he structured as follows,
perhaps in more condensed form.1
'il
fl --Mission and Purposeli .
•• d:-Overview of Mel Council Policies-
supporting bike faciliti e s and programs
, VGeneral Approach: every street a
safe street; connecting to a wider
network: safe routes for all; bicycling as
a base for community healthS
, k:,Summary of Regional Trail
Planning: Regional Canadian Pacific
Trail; Nine Mile Regional Trail; other4
-- II ',Overview of Types of Facilities: off-
road trails: striped hike lanes; "bicycle
boulevards:" bicycle signal heads':
bicycle stations, othersil
Recommended Bike Routes and
Facilities' .
Integration with 'transit ,___
8.9 Funding Considerations
Funding Icy transportation linprovements and programs can be obtained from a variety of sources.
as summarized below:
General Ad Valorem (Property) Taxes — Transportation projects can be funded with
the general pool of municipal revenues raised through property taxes.
State Aid — Cities with populations of greater than 5,000 are eligible for funding
assistance from the Highway User Tax Distribution Fund ( funded with the state gas tax
and vehicle taxes. as well as federal transportation funds through Mn/DOT). These funds
are allocated to a network of Municipal State Aid (MSA) streets. Currently. the City of
Edina receives an apportionment per seal' for improvements to its MSA streets, which are
generally collector roadways.
Federal Transportation Funds — The guidelines for direct federal funding for
transportation projects are established under the Safe. Accountable. Flexible. Efficient
Trannortation Equity Act (SAFETELU). Theses funds are allocated by the Metropolitan
Council which serves as the Metopolitan Planning Organization for the Twin Cities
metropolitan area. Roadway, transit. non-motorized. and other transportation-related
projects are selected on a competitive basis based on evaluation, prioritization. and
recommendation by the Metropolitan Council's Transportation Advisory Board (TAB).
The process orsolicitation for project proposals and resulting allocation of federal
funding to selected projects occurs every two years. The next round of solicitation fbr
proposals will take place in 2009.
Cooperative Agreements with Mn/DOT and/or Hennepin County — Different levels
of government can cooperate on planning, implementing. and financing transportation
projects which provide benefits to all the concerned agencies. The financial terms and
obligations are generally established at the front end of the projects.
Tax Increment Financing (TIF) — This is a method of funding improvements that are
needed immediately by using the additional tax revenue anticipated to he generated
because olthe given project's benefits in future years. The difference between current
tax revenues from the targeted district and the increased future tax revenues resulting
from the improvements is dedicated to retiring the municipal bonds used to finance the
initial improvement(s).
Developer Contributions/Impact .Fees — Under this approach. the impact of the
additional traffic from a proposed development on the local roadway system is projected.
using standard Waffle engineering procedures. Costs associated with improving the
roadway system to handle the additional traffic at an acceptable level of service are
assessed to the developer. This approach generally involves some level of negotiation
between the local government and the developer to work out a cost-sharing agreement
that allows the development to move forward.
Assessments — Properties that benefit from a roadway scheduled for improvement may
he assessed fur the cost of construction. In order to assess the owner it must be
demonstrated that the value of their property, will increase by at least the amount of the
assessment.
Edina Transportation Chapter — Draft 25
August, 2007
In addition to these methods, the City should always consider negotiating with business and
medical centers to help fund transportation improvement projects, large or small, which w ould
have direct benefits to those centers.
Two potential sources of transportation funding have been proposed and discussed for a number
of years, but are not currently allowed under state law. They are:
Road Access Charge — All new developments would be charged based on the trip
generation rates of the given development, without an estimation or documentation of
pecific traffic impacts Or improvement requirements. It would be analglous to the
Sewer Access Charge (SAC) for access to the Metropolitan Council's sanitary sewer
system. Revenues from this source could be used to build or improve collector and
arterial roadways within the local j.urisdiction collecting the tax.
'Transportation Utility Billing — All properties within the local jurisdiction would be
subject to a periodic fee, based on the number of vehicle trips generated by the type of
property. The pool of funding generated in this manner would be used for community-
wide transportation improvements such as preventive maintenance and road
reconstruction. The periodic nature of the billing would be beneficial in terms of
supporting on-come or routine roadway maintenance projects through the entire network.
The City should continue to support and promote the passage of legislation at the state level
which would allow these forms of dedicated local transportation revenue generation.
- (Deleted: Under preparation.
Edina Transportation Chapter — Draft 26
August, 2007
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Existing
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County Corridors
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City of Edina, Minnesota
Comprehensive Plan
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"DRAFT" Figure 8.9
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Figure 8.11
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est 78th Street
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Option D
Combination
10 Transit Stops
Shuttle Transit System
Legend
I
Potential Shuttle
Route
4 Potential Shuttle
Stop V
Parklawn Ave.
°Centennial
Lakes
76th St.
Minnesota Dr.
1-494
Hwy. 62
0 Fairview
Southdale
Hospital
66th St.
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Shopping
Center
70th St.
Mavelle Dr.
Hazelton Rd.
72nd St.
Gallagher Dr.
Hwy. 62
Heritage Dr.
64th St
65th St.
66th St
69th St.
70th St.
0 Southdale -
Hennepin
Area Library
Hazelton Rd.
g Southdate
YMCA
Parktawn Ave.
76th St.
Edinborough
Edinborough Way
1-494
Source.. UPS Corporation - Edina Prominade. Urban Design Plan.
City of Edina, Minnesota
Comprehensive Plan
Potential Greater Southdale Area
Shuttle Service
Figure 8.15
APPENDIX T-1
Traffic Forecasting Methodology
TRAVEL FORECASTING MODEL AND METHODS
Travel forecasting is based upon computer modeling which uses land use/socioeconomic
data in conjunction with transportation network information to determine future roadway
traffic levels. The projections for the Edina transportation chapter of the 2008
Comprehensive Plan Update were performed by WSB & Associates, Inc. (WSB) using
the Metropolitan Council regional travel model. The regional model has been set up to
focus primarily on regional flows on important arterials, so some local adjustments are
required when using it to evaluate individual areas like cities and lower level roadways
within those cities.
Traffic Analysis Zone System and Information
As with any transportation forecasting model, the core of the regional transportation
model is the use of Transportation Analysis Zones (TAZs). The Metropolitan Council
has divided the entire metro region into a series of TAZs. The TAZs which have been
established for Edina are depicted on Figure 8.10 of the main document. Demographic
and employment data is loaded into the model for each zone. The Metropolitan Council
has projections for each TAZ for 2030 based on their assessment of information in
previous Comprehensive Plans for all of the Metro cities.
The allocation of trips from each TAZ to adjacent roadways is set within the regional
model. In some instances, these allocations were revised based on a more detailed
assessment of local land use and trip distribution patterns than what the Met Council
uses. City staff and consultants took the Metropolitan Council's generalized 2030 TAZ
forecasts and fine-tuned them based on the most current assumptions regarding future
land use redevelopment, and on the knowledge of local conditions and issues. The TAZ
information used for the modeling performed for the transportation chapter of this
Comprehensive Plan Update are presented in Table T-1 below:
Table T-1
Under preparation — information is still droll pending discussion with Metropolitan
Council staff
Transportation Network
As part of the forecasting process, a roadway network needs to be assumed such that
capacities and linkages can be calculated. The modeling assumed for this transportation
chapter assumed no substantial roadway improvements in the Edina area.
Preliminary Results
Once the population, household, and employment (broken down to retail versus non-
retail) information is loaded into the model, by TAZ as discussed above, the model
calculates trip generations and attractions based on this data. It then routes those trips
throughout the network of TAZs based on a complex series of algorithms using
Edina Transportation Plan
Travel Forecasting Model and Methods
assumptions from travel behavior surveys and other factors. It also assigns mode choice
(e.g. private vehicle, transit, bike, pedestrian) for each TAZ based on historical data, local
context, and future assumptions. The vehicular trips area assigned by the model to
individual roadway links based on distance, speed, and congestion factors associated with
the links.
Trendline/Quality Check - Results
The 2030 traffic volume results were evaluated based on historic traffic trends for the
study area, and consistency with other studies. As is generally the case, local adjustments
were required based on this trend analysis, knowledge of local conditions, and common
traffic engineering assumptions and judgment. The resulting volumes appear on Figure
8.3 of the main document.
Edina Transportation Plan 2
Travel Forecasting Model and Methods
APPENDIX T -2
Access Management Information
(under preparation)
Agenda Item VIII.B
000000 Proposed Sidewalk Layout
Existing Sidewalk
WE
September 2007
OCCOCI:
September 2007
Existing Sidewalk
Proposed Sidewalk
'11 W
50TH ST. W. 1 ,v7 - AN." Agenda
Item VIII.0
Sidewalks? Too pedestrian for some Page 1 of 4
StarTribune.com MINNEAPOLIS - ST. PAUL, MINNESOTA A /eloc-A.
jr.. Sidewalks? Too pedestrian for some
In suburbs, sidewalks can divide. Some say they encroach on
privacy. For others, they bring safety and a sense of connection.
By Mary Jane Smetanka, Star Tribune
Last update: August 18, 2007 — 9:51 PM
Sidewalks are a fine thing in a city, Charles Upham says. But Upham and many of his
neighbors don't want one on their quiet Golden Valley street.
"Sidewalk is a four-letter word," he said. "U-G-L-Y."
Retrofitting suburbs with sidewalks is generating debate in some cities around the metro.
Aiming to create a safe place to walk and link neighborhoods with parks and shopping
areas, some suburban officials are instead encountering resistant homeowners who view
sidewalks as an encroachment on privacy and pristine lawns.
The result? The installation of sidewalks has become one of the hardest things on some
city officials' to-do lists.
"Some people hate sidewalks, and some people love sidewalks," said Kevin Frazell, a
former city administrator who now works for the League of Minnesota Cities.
While sidewalks have come back into fashion in some "new urbanist" developments, he
said, "When you take yard space away from people, they're unpopular." And they grow
more unpopular, he said, when strangers begin walking by on what was previously
"private space."
Fans of sidewalks say they're symbolic of community, leading to encounters with
neighbors, promoting safety and motivating people to get out of their cars and walk.
That's all fine for them, said Rachel Erickson, one of Charles Upham's neighbors on
Golden Valley's Culver Road. "I believe that there is a place for sidewalks," she said, "but
it is not in this neighborhood."
Home is who we are
Cities grappling with the sidewalk issue include Edina, Excelsior and Golden Valley --
older suburbs where many developers left them out on purpose.
Sidewalks have a long history: The ruins of Pompeii show the city's streets were lined
with raised stone walkways in 79 A.D. When Minneapolis was in its infancy in the 1800s,
citizens strolled on wooden walkways to keep their feet out of mud and manure.
But sidewalks were the antithesis of post-World War II suburbs, which aimed at green
expanses, big views and front lawns that were visible yet private.
http://www.startribune.com/462/v-print/story/1370417.html 8/27/2007
Sidewalks? Too pedestrian for some Page 2 of 4
University of Minnesota cultural studies Prof. John Archer is an expert on suburbs. A 016;44.'061
Traditionally, U.S. suburbs aimed to look as much as possible like a rural landscapes, he -re/At. said, with pristine lawns, winding roads, a leisurely feel -- and no sidewalks.
Ct,
While sidewalks can build community and connections, not everyone wants to live in that
kind of neighborhood, Archer said.
"Place matters," he said. "In many respects, the house is very much about who you are.
You see that in the way people feel so deeply and precisely the changes to their lifestyle
and their self-image and their place in life.
"For us, your home is your identity. And when you change your home and how you use
your home, it's about who you are."
They're a tough sell
In Excelsior, about half of the streets have sidewalks, but that doesn't mean they're
wanted. People sometimes request that their sidewalk be removed, Mayor Nick Ruehl
said. City officials are embroiled in a debate about how to pay for sidewalk replacement.
But Ruehl would like to see more sidewalks in his city.
"I like them," he said. "It's much more safe; it promotes walking. ... When you have
children, people walking with dogs, they don't mix with bikes or other traffic. That, to me,
is the issue."
In Edina, Director of Public Works Wayne Houle said new sidewalks are at the top of his
"hard-to-do" list.
Edina has just 25 miles of sidewalk for 230 miles of road (compare that with Minneapolis,
with roughly 2,000 miles of sidewalk for about 1,000 miles of road). The city recommends
adding sidewalks when traffic reaches roughly 500 to 750 vehicles a day.
Two new sidewalk projects probably will be voted on by Edina's City Council this fall.
They were proposed three and four years ago.
Houle attributed the lag partly to a staff shortage, but he said the projects also move
slowly because dozens of homeowners are involved and the process wears hard on city
staff.
People object to losing part of their front lawn, even though the city owns the land next to
the road as a public right-of-way.
Older people whose kids are grown and gone don't see the need for a sidewalk. And
some people cling to the rural ideal, wanting to see green space instead of concrete.
"Getting them in is the issue," Houle said. "Usually people oppose them at the start, but
enjoy them once they're in."
One of the new sidewalks is proposed for Halifax Ave., a residential street used as a
http://wvvvv.startribune.com/462/v-print/story/1370417.html 8/27/2007
Page 3 of 4
e AcAc-Pck...
Rita Peluso circulated the petition calling for a sidewalk in 2004 after her husband's 75C,
parked car was totalled on the street.
She immediately thought of all the times she'd told her daughters, who are now 8 and 13,
to stay out of the road.
Peluso said last week that traffic on Halifax is "a nightmare." She hopes the city approves
a sidewalk, pointing to one that was added a few years ago to nearby Maple Road as a
model.
"It didn't make it real urban and city-like," she said. "It looks beautiful. Like a family
street."
But a few doors down Halifax, Sheila Pierce doesn't want a sidewalk. She worries about
the expense, landscaping and how senior citizens on the street would shovel and
maintain the walks.
"I understand families with younger children being concerned," Pierce said. "It just
depends on what your needs are."
In Golden Valley, about 40 homeowners are lobbying the city to drop its plan to widen
Culver Road and add a sidewalk.
Traffic is simply too light to need one, Upham said. And he has other objections to
sidewalks beyond the U-G-L-Y factor: People drive faster on roads with sidewalks.
Sidewalks harm the environment by creating runoff. They add work for homeowners.
Culver Road has been targeted as a location for a sidewalk since 1970, said Jeannine
Clancy, director of public works.
The sidewalk would link to walking paths and a pedestrian bridge over Hwy. 100. Like
Edina, Golden Valley replaces trees and shrubs that are removed for a sidewalk. The city
also removes the snow from sidewalks, Clancy said.
Rachel Erickson and her husband grew up in the suburbs and live in a 1949 rambler. It is
their first home.
Erickson has economic objections to a sidewalk and says the peaceful street doesn't
need the walks. But she has aesthetic worries, too. She loves her "charming" house with
the big maple tree. When she and her husband bought a house, she said, they were
buying more than property. They were buying a dream.
Sidewalks? Too pedestrian for some
shortcut by drivers going to 50th and France.
It will feel different if part of the front yard is paved, she said.
"If I wanted urban, I would have purchased urban. I wanted suburban, and bought that."
Mary Jane Smetanka • 612-673-7380
http://www.startribune.com/462/v-print/story/1370417.html
8/27/2007
Page 4 of 4
e AL)dfOL
Sidewalks? Too pedestrian for some
Mary Jane Smetanka • smetan@startribune.com
@ 2007 Star Tribune. All rights reserved.
http://www.startribune.com/462/v-print/story/1370417.html 8/27/200';
Jack Sullivan
Page 1 of 2
J7 4 21:
From: Les Wanninger [lwanning@umn.edu]
Sent: Thursday, September 13, 2007 7:48 PM
To: Jack Sullivan
Subject: FW: 70th street
Jack
Another comment from Eva Lockhart to be included in the public comments for the ETC and SAC.
Les
From: Les Wanninger [mailto:lwanning@umn.edu]
Sent: Monday, August 20, 2007 3:42 PM
To: 'Gordon Hughes'; Jim Hovland
Cc: 'Wayne Houle'; 'Sharon Allison'; 'Jack Sullivan'
Subject: RE: 70th street
All
I have seen the signs, but I have no idea what vote they are referring to. None is imminent, even with the study group. My sense
is the W70 group just wants to keep people stirred up, even though they are totally current on the study progress and know
nothing is imminent or even close. They have one of their members on the SAC.
In terms of where we are in the study, the ETC is working on the transportation portion of the comp plan and we have made it
clear from the beginning of the study that we wouldn't be able to develop and analyze any proposed solutions until we have the
traffic forecasts from the final comp plan. I have told the public that my estimate is that we would be able to get to the Council with
a consensus proposal in the spring of 2008 at the soonest.
-dr SAC has requested we gather origin/destination data during pm rush hour. That information was presented to us at our
August SAC meeting. The SAC meetings have been very productive with absolutely no controversy or disagreement.
We have reached a consensus on issues we want to address and the measures we will use to evaluate any proposed alternative
solutions. Our consultants and staff were directed to begin looking at a variety of components that might together form an overall
solution. We will see those very preliminary components at our next meeting — they include things like traffic signals,
roundabouts, and much more. We also requested the W70 group to clarify what they mean by a parkway so that can be
considered in total as well as its components. Once we see that as a study group we will move to probably 3 alternative overall
solution ideas which we will ask the consultants to develop.
We can post all of the information that I have mentioned. I assume that Sharon will work with SRF to get that info posted.
If someone wants me to write a letter to the editor I will be happy to do so.
Les
From: Gordon Hughes [mailto:GHughes@ci.eclina.mn.us
Sent: Monday, August 20, 2007 3:21 PM
To: Jim Hovland; lwanning@umn.edu
Cc: Wayne Houle; Sharon Allison; Jack Sullivan
Subject: RE: 70th street
I likewise do not know what she is referring to. I also spoke with Phyllis and have asked the staff that we post more recent
information.
--om: Jim Hovland [mailto:jhovland@krauserollins.com]
:nt: Monday, August 20, 2007 3:06 PM
To: Gordon Hughes; lwanning@umn.edu
Subject: FW: 70th street
9/14/2007
Page 2 of 2
Do either of you know what Ms. Lockhart is referring to when she says" a serious turn of events" on 70th St.? I also had a
voicemail from Phyllis Kohler that requests more effective communication from the city and particularly on the website. Phyllis,
who lives on West 70th, is concerned about the new signs and the "call your Councilperson" to vote "yes" aspects of those signs
as she doesn't know nor can she find out the current state of the study or the minutes of any recent meetings on the city website
-id wonders whether some vote is imminent, are there updates we should be adding to the website ?
James B. Hovland
Krause & Rollins, Chtd.
310 Groveland Avenue
Minneapolis, MN 55403
612-874-8550
612-874-9362 (fax)
From: eva lockhart [mailto:evalockha@yahoo.com]
Sent: Monday, August 20, 2007 10:53 AM
To: Jim Hovland
Subject: 70th street
Dear Mr. Hovland: I have lived on Fondell Drive in the Cornelia Neighborhood for over 12 years and I am dismayed
at the attitude Edina City Hall seems to present regarding the proposed expansion of 70th Street. Since when is
increased access to shopping the duty of our elected officials? Isn't protecting our citizens' safety and the integrity of
one of Edina's most desireable neighborhoods an important part of your job as mayor? This road bissects a lovely
neighborhood, with high and middle income housing; it hosts a school with many sm,all children crossing it each day
duringboth the school year and the summer; it hosts a large and popular church, a protected park and nature area and
has many residential homes directly on it. This is not a road that needs to be turned into a mjor thoroughfare! People
who wish to go to Southdale or one of the many other shopping venues in Edina can access those shops from a variety
of points: via crosstown 62 to France or Xerxes/York, from 494 to the same streets, as well as through many differing
le streets. Turning 70th street into a faster, more traveled, busier road will utterly destroy our neighborhood and will
put many people's safety in jeopardy. Those people are the citizen's of Edina and they should be your top priority as
our elected official! Increased ccess to shopping should not be. Isn't our city commercial enough? Do you honestly
believe people choose to move to Edina because they can get to Southdale quickly? They move here because of our
neighborhoods, our schools and our sense of community! These would all be intensely damaged should 70th street
become a faster, busier street. Your priorities need to be your citizens Mr. Hovland and I am not seeing that in your
response to this situation. Many, many people are outraged by this situation and I welcome your response to a serious
turn of events. Thank you. Eva Lockhart
Luggage? GPS? Comic books?
Check out fitting gifts for grads at Yahoo! Search.
9/14/2007
eAl)tic-t :72
Jack Sullivan
From: Jennifer Bennerotte
Sent: Thursday, September 13, 2007 3:59 PM
To: Jack Sullivan; Sharon Allison
Subject: FW: SAC AGENDA
Jennifer Bennerotte
Communications & Marketing Director
City of Edina
952-833-9520
FAX 952-826-0390
jbennerotte@ci.edina.mn.us
Original Message
From: JOSH SPRAGUE [mailto:josh@joshsprague.com]
Sent: Thursday, September 13, 2007 3:58 PM
To: lwanning@umn.edu
Cc: marie_thorpe@msn.com; Joni Bennett; Gordon Hughes; Jennifer Bennerotte; Linda Masica;
sbrown@uproperties.com
Subject: SAC AGENDA
Mr. Wanninger:
On behalf of the Greater 70th St Homeowners Assn, I would like to formally request time
before the 70th St Study Advisory Committee (SAC) to expound upon our neighborhood's
definition of what constitutes a "parkway. I understand Joe Florenzano will be
circulating the printed version of our definition, however we would like the opportunity
to present and/or answer any questions your SAC members may have.
Please provide me with a meeting date that is appropriate to present the above
information.
Respectfully,
JS
josh sprague, chair
greater w 70th St homeowners assn
4720 70th st w, edina, mn 55435
612.501.0252
Page 1 of 3
Jack Sullivan
7e# 1-
From: Les Wanninger [Iwanning@umn.eduj
Sent: Thursday, September 13, 2007 7:45 PM
To: Jack Sullivan
Subject: FW: FW: West 70th Street
Jack
Please include the following emails from Phyllis Kohler and Kerni Casey in our public comments to the ETC and SAC.
Les
From: Jim Hovland [mailtolhovland@krauserollins.com]
Sent: Monday, August 27, 2007 1:40 PM
To: Gordon Hughes; lwanning@umn.edu
Subject: FW: PN: West 70th Street
fyi
James B. Hovland
Krause & Rollins, Chtd.
310 Groveland Avenue
Minneapolis, MN 55403
612-874-8550
612-874-9362 (fax)
om: Phyllis Kohler [mailto:pkohler@churchillnet.com]
ent: Monday, August 27, 2007 1:31 PM
To: KERRI CASEY
Cc: Jim Hovland
Subject: RE: RN: West 70th Street
Dear Kern,
You are not alone. Like you, Joe and I do not want conflicts with well-meaning neighbors.
The process the council has in place is a good one and should be allowed to work unfettered until its recommendations, based on
all pertinent facts and data, are made. The Traffic Committee is correct in taking a strategic approach before moving to the
tactical phase. Our neighbors moved directly to the tactical phase before all the data and information are available. Their
proposal transfers street repair and upkeep costs from the county to the residents without the benefit of solving the core issue of
too much traffic volume.
Phyllis Kohler
From: KERRI CASEY [mailto:kacasey610@msn.com]
To: pkohler@churchillnet.com
Sent: Mon, 27 Aug 2007 12:02:22 -0500
Subject: RE: FIN: West 70th Street
Hello Phyllis,
Thank you for letting me know there are others out there like us.
1
I hesitated to write the council since I appreciate the efforts of the
homeowner's group, and their energy in keeping our issues in front of the
city, but I think that this has gone from a "protect our street from
9/14/2007
Page 2 of 3
expansion" to "let's completely redesign W 70th" and I don't like people
talking for me when it comes to spending my money and changing my property
access.
' don't want to be the black sheep, but I thought it better to speak up now
gather than when it was too late.
Its good to know that I received such a quick response and that the city
council is reading their emails.
Kerni Casey
>From: "Phyllis Kohler" <pkohler@churchillnet.com >
>To: kacasey610(amsn.com
>Subject: FW: West 70th Street
>Date: Mon, 27 Aug 2007 11:12:30 -0500
>Dear Ms. Casey:
>Jim Hovland frowarded your email to me. Joe and I, residents since 1978,
>are in complete agreement with your points. Thank you for taking the time
>to write.
>Phyllis Kohler
>4512 West 70th Street
> From: Jim Hovland [mailtolhovland@krauserollins.com]
>To: pkohlerOchurchillnet.com
>Sent: Mon, 27 Aug 2007 10:40:40 -0500
>Subject: FW: West 70th Street
>
>fyi
>James B. Hovland
>Krause & Rollins, Chtd.
>310 Groveland Avenue
>Minneapolis, MN 55403
>612-874-8550
>612-874-9362 (fax)
> From: Laura Fulton [mailtodfulton@ci.edina.mn.us]
>Sent: Monday, August 27, 2007 8:50 AM
>To: Jim Hovland; Housh, Scot; ImmasicaPaol.com; ANN SWENSON;
>jonibennett120comcast.net
>Cc: Deb Mangen
>Subject: FW: West 70th Street
> From: KERRI CASEY [mailto:kacasey610@msn.com]
>Sent: Sunday, August 26, 2007 2:33 AM
>To: Laura Fulton
9/14/2007
Page 3 of 3
>Subject: West 70th Street
'Dear Edina City Council Members,
>I am writing to voice my opinion on the W 70th Street Homeowner's
>Association proposal of "Arneson Parkway".
>We have lived on W 70th St since 1999, and although I do agree that the
>street needs to be repaved desperately, and that it's difficult to safely
>cross the street, and the traffic flow does not allow for cars on the side
>streets to easily and smoothly enter, I want to DISAGREE with their
>proposition of removing the State Aid designation on this street, as well
>as adding a bike lane and slowing the speed to 25 mph.
>They have added signs to the lawns (which we do not have) saying to call
>City Hall to support Arneson Parkway. We do not support the above
>mentioned components and wanted our voice heard.
>I don't see how adding a bike lane to a street that is already congested
>with many driveways can be safe. It's hard enough to get out of my
>driveway without having to worry about a lot more bikes. I also don't want
>to lose the parking in front of my house as my driveway is not big enough
>to accommodate any guests. I don't see any benefit to removing state aid,
>and in fact the planned repaving would then be borne by those of us living
>on W 70th st.
>We would like to see how the rotaries on the eastern part of W 70th will
>affect the flow before we can endorse any changes to W 70th between Hwy 100
>and France. There's also a proposal to do something with W 77th which will
>also affect the traffic on our street.
>I'm sure that you're not making any plans right now with all of the studies
>in the works, but I wanted my opinion to be heard so that you know that
>there are some of us not completely on board with the plan being proposed
>by the homeowner's association. Thank you for listening.
>Kerri & Joe Casey
>4420 W 70th St.
9/14/2007
( o
c or Q _s-
t
September 20, 2007 City of Mint)
To: Edina Transportation Commission Members, Wayne Houle, Jack Sullivan
From: Les Wanninger
Subject: W7Oth/Cornelia Area Traffic Study Process
This is a summary of the study status and a projection of the next steps leading up to obtaining
additional public input prior to developing a draft report.
We have received a significant amount of public input in the process, including the initial information
meeting, three formal public hearings and written comments from over 300 people. We have used that
input to define the issues and have achieved consensus on the issues and the measurements we will
use to evaluate potential solution alternatives. We also have the results of an Origin-Destination Study
which will aid us in determining the potential to provide attractive alternate routes to drivers who
currently use W70 during peak PM commute time. We also received a wide range of suggested
solution elements from the public input, which we will consider in this phase of the process.
September SAC meeting
We will review the staff and consultant evaluation of proposed solution elements identified at the
August meeting. We will then develop several overall solution alternatives using some of those
elements that appear to address our issues.
November SAC meeting
We will review the staff/consultant evaluations of those alternatives identified at the September
meeting, along with ideas suggested by the public which might not be included in the alternatives. We
will use preliminary 2030 traffic projections from the draft Comprehensive Plan until final projections are
available in the winter.
January SAC meeting
We will receive traffic projections from the final version of the Comprehensive Plan. This information is
essential to make credible evaluations of potential solution alternatives.
January/February Public Input
At this point we will probably not be ready for a "draft #1 report", but we will hold a public
information open house followed by a separate formal public hearing. These meetings will
provide the opportunity to get more public input from which we will develop a draft #1 report.
Following that we will hold another public information open house and a public hearing and
then make a final draft report in the spring/summer. The ETC will then take action on the final
draft and ultimately make a recommendation to the Council.
City Hall
952-927-8861
4801 WEST 50TH STREET
FAX 952-826-0390
EDINA, MINNESOTA, 55424-1394 www.cityofeclina.corn TTY 952-826-0379
MINUTES OF THE
Edina Transportation Commission
Thursday, August 16, 2007
Edina City Hall
4801 West 50th Street
Council Chambers
MEMBERS PRESENT:
Les Wanninger, Warren Plante, Marie Thorpe, Jean White, Marc Usem, Geof Workinger,
Hilah Almog, Paul Mooty
MEMBERS ABSENT:
Steve Brown
STAFF PRESENT:
Wayne Houle, Jack Sullivan, Sharon Allison
I. Call to Order
The meeting was called to order by Chair Wanninger.
II. Public Comment
None
III. Old Business
No old business – July’s meeting was cancelled.
IV. New Business
a. 6444 Xerxes Avenue
Traffic Engineer Sullivan explained that this traffic analysis was done using the old Traffic
Impact Analysis policy because of the size of the area being studied. Sullivan said the current
use of the property is residential and commercial with a chiropractic business. The building is
2000 square feet. Access to the property is right-in and right-out only and is accessible from
southbound Xerxes Avenue. Parking is allowed on the north side of Xerxes Avenue. The
applicants are planning to change the use of the building to commercial only with an audiology
center. Access to the site would remain the same.
Sullivan explained that the shift from chiropractic to audiology would result in considerably
reduced trips (55 to 24) because patient/doctor time spent together is longer with the proposed
new business.
Staff is recommending approval because traffic generated from the proposed use change does
not adversely affect the adjacent transportation system. However, staff is recommending as a
condition to the approval, that the new owners instruct their patients to use the rear parking on
the property solely instead of parking on Xerxes Avenue to prevent site line issues. Sullivan
said this is only a recommendation because Xerxes Avenue is a county road. He explained
that parking on Xerxes Avenue has not been an issue with the current owners and the new
owners have agreed to the rear parking only. Sullivan said, if needed, the City could request
that the County make Xerxes Avenue no parking on the north side.
2
The following is an excerpt from the May 19, 2005 Transportation Finding of Fact requirement
for Traffic Studies (comments for this development are indicated in bold):
The Transportation Commission shall consider the following four effects in the evaluation of
traffic studies that are warranted by certain zoning, land-use, conditional use permits and
final development plan applications prior to the application being submitted to the Planning
Commission and Council for consideration:
i) Does the development significantly affect the operation and congestion of the adjacent
roadways or intersections and/or result in a traffic hazard?
According to the Traffic Impact Study, no adverse impact to surrounding
roadways or intersections shall occur from this Development.
ii) Does the development significantly affect pedestrian safety?
Since the majority of the site remains the same there is almost no change in
pedestrian movements and safety from the current site configuration.
iii) Does the development provide opportunities for enhanced transit usage, vanpooling or
car-pooling?
The proposed use and limited number of vehicles per day is not conducive
to enhancing transit use.
iv) Does the development provide feasible opportunities to address an existing traffic issue
or safety problem?
The proposed development does not address existing traffic issues along
the encompassing streets. Since no significant traffic increases are
calculated from the Development no improvements are required.
Discussion
Workinger said he agrees with the ‘no parking’ on Xerxes Avenue and recommended putting in
the request to the County. Tom Schwartz, President of Audiology Concepts, 7450 France, and
the new owner of 6444 Xerxes Avenue, said he supports the ‘no parking’ on Xerxes Avenue
and patients will be informed to use the rear parking only.
Motion
Thorpe motioned to approve the traffic study based on the plans proposed. The motion
was seconded by Mooty.
Workinger requested an amendment to the motion to include the request to the County
for ‘no parking’ on Xerxes Avenue. City Engineer Houle recommended that the request
be made through the Council to the Engineering Department who will in turn make the
request to the County.
All voted aye. Motion carried.
b. Bike Edina Task Force – DRAFT Comprehensive Bicycle Transportation Plan
The draft Comprehensive Bicycle Transportation Plan was presented by Antonio Rosell from
Community Design Group. Mr. Rosell explained that the goals of the Bike Edina Task Force
are to:
1. Increase safety for bikers;
2. Improve connections within Edina and adjoining community and regional trails;
3
3. Improve opportunities for active living by creating an environment that allows
people to be active as they take care of their daily needs.
Mr. Rosell said they are recommending low cost improvements such as signage which will
yield high return. Members of the task force rode all 260 miles of Edina’s streets and identified
some routes. According to the map presented, the priority routes are in green, while the blue
routes are still under evaluation. A north/south route that is outside the scope of this project is
along the Canadian Pacific Railroad that will provide an important connection. There is also the
northwest/southeast trail along Nine Mile.
Plan completion dates are: September 1 – public draft for review; and September 15 – final
draft.
Discussion
Commissioner Usem asked how the task force is differentiating between cyclists with different
levels of experience. Mr. Rosell said the ring around Hwy. 100 that connects to just about all
the schools in Edina would be signed so that all levels of cyclists would be accommodated
comfortably. The core streets are Benton on the north, Tracy on the west to Valley View to
Antrim, 70th going east and west towards the Aquatic Center and Cornelia to 66th to Valley
View to 58th Street to South View Lane. 58th Street is recommended going east towards
Minneapolis’ trails.
Commissioner Mooty asked if the streets will require widening in order to accommodate bike
lanes. Mr. Rosell said they are aiming for the least controversial measures and therefore, is
not recommending any widening of roadways; however, there are some areas where striping
may need to be changed. Following the example of Portland, OR, and Europe, Mr. Rosell said
colored asphalt can be used to delineate limitations, and in Hennepin County 11 ft. lanes are
used to accommodate both cyclists and vehicles.
Commissioner Plante said he would like to see the following in the plan: short and long term
objectives; cost of the objectives; and what percentage of the population will be using bikes.
Mr. Rosell said the cost is not known at this time and how many people will be bicycling is not
known either because the infrastructure is not in place. Commissioner Plante is concerned
that in 15 years the population will be 65 and older. Mr. Rosell said in the Netherlands,
majority of cyclists are 65 and older and if safety is increased here the older population may
get out and ride also.
Commissioner Workinger said the draft is a great conceptual framework, however, it does not
identify what is to be done and in what order. He suggested that they identify the first three
steps to be accomplished and a high priority should be getting students to and from school
safely.
Commissioner White said she likes the tone of the document including the educational
component, however, there are some controversial areas in some of the references to Europe.
Commissioner Almog said she rides a lot but her and her peers do not feel that it is safe,
especially on Interlachen Blvd.
Commissioner Usem asked what is the impact on parking if the roadways are restriped. Mr.
Rosell said they would hesitate to remove parking, especially from commercial areas because
4
the idea is not to eliminate vehicles but to have both modes of transportation, and in most
instances, parking is currently not allowed on both sides of most roadways.
Chair Wanninger said during his recent visit to Amsterdam, he learned that pedestrians are
intimidated by cyclists who behave much the same way as motorists do here. He
recommended adding stronger language so that pedestrians are safer and include a
component that allows residents to offer input. In terms of climate, he said there is significant
costs and staffing associated with keeping the trails clean in the winter and he is apprehensive
about the number of riders in the winter.
c. City of Edina Comprehensive Plan – Transportation Chapter
Chair Wanninger said the purpose of this portion of the meeting is to provide staff and
consultant with questions or issues for them to address prior to the September 20 meeting.
Peter Langworthy, WSB and Associates, said the presentation he is going to give is similar to
one given at a joint meeting that included the ETC and therefore, he is going to make the
presentation brief to allow for input. The following areas were discussed:
• Introduction
• Existing Conditions (inventory of existing transportation issues)
Roadway Overview
Problem Locations
Safety/Crash Analysis
Existing Transit Service
Existing Trails and Sidewalks
• Transportation Planning Context (reviews existing policies and documents)
• Roadway/Network Planning
Traffic Forecasting (coordinated closely with Land Use plan)
TAZs, regional model, preliminary results
Deficiency Analysis/Future Improvement Needs
Functional Classification Issues
Jurisdictional Classification Issues
Access Management
• Aesthetic Design Standards
Summarize URS Community Design Information – Transportation
Facilities
• Transit Plan
Coordination with Metro Transit
Potential Shuttle/Circulator Service for Southdale Area and West Edina
Evaluate Park and Ride at Hwy. 100 & 50th Street
• Bike Plan
Bike Edina Task Force
Comprehensive Bike Plan (overview of CDG’s plan)
• Pedestrian – Sidewalks
General Pedestrian Accommodation/Safety
Sidewalk Policy (guidance needed regarding what to include)
• Non-Motorized Transportation
• Others (freight, aviation)
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Discussion
Mr. Langworthy said the Travel Demand Management is still being worked on. He said this
and other parts of the document will be ready for the September 6 meeting.
Chair Wanninger said the Travel Volume Forecast for W. 66th Street is not included, but will be
needed as part of the W. 70th Traffic Study, from Highway 100 to France Avenue.
Commissioner Plante asked if this would be the opportune time for the City to consider
expanding W. 77th Street (A-minor arterial) to accommodate future developments. Mr. Rickart
said improvements of this roadway will be addressed in the AUAR study that is currently under
way. Chair Wanninger said as the area is developed, the plan should include an efficient way
to allow traffic to travel from Valley View Road and Highway 169 to York Avenue and W. 77th
Street. He said the City of Richfield has done a good job on their side, both aesthetically and
functionally.
Commissioner Plante suggested adding a section that addresses innovative ways to finance
the infrastructure with such methods as toll roads, user fees, private sector financing,
assessments, incentive to drivers to reduce number of daily trips, etc. Mr. Rickart said the
overall Comp Plan does have a financial section and they will need to make sure there are no
overlaps. He said incentive to drivers will be addressed in the Travel Demand Management
section.
Chair Wanninger asked if they’ll be able to tell where significant increases are coming from, if
it’s a natural growth or related to redevelopment. Additionally, he asked if they can challenge
the Met Council’s forecast on job allocations. Mr. Langworthy said WSB’s staff did look at the
Met Council’s forecast and they arrived at 1,000 fewer jobs. They will be meeting with them to
discuss the findings. In the meantime, after discussion with City staff, some reallocations were
done. Mr. Rickart added that earlier today, the Met Council acknowledged that their forecast
was too high. Commissioner Usem asked how accurate are the allocations from 10 years ago.
Mr. Langworthy said the projections in the 1999 Comp Plan were forecasted to 2020 and in
some instances the numbers are higher. Mr. Rickart said forecasting models have gotten
better since 1999. They also use historic growth and existing counts and adjustments are
made when the numbers appear high. He said in developed cities like Edina there is not
usually a significant amount of growth.
Commissioner Workinger asked why don’t they use York Avenue as a diverter to relieve the
congestion from France and other streets. He said if W. 70th is an arterial B, why not classify
York Avenue the same to move more traffic north and south. In response, Mr. Rickart said
arterials must connect to arterials and previously this may not have been an option, however, it
may be possible now. Engineer Houle said he will mention this to Hennepin County when he
meets with them next week because York Avenue is a county road.
Chair Wanninger said the intersections of Highway 62 and France, as well as Xerxes are
congested and something needs to be done with the bridges, however, he is reluctant to make
suggestions that will increase traffic, especially northbound on France.
Commissioner Plante requested a section that will show how taxes are used to pay for
transportation needs. Mr. Langworthy said there will a financial component in the
implementation section.
Consensus was reached to remove point 4 from page 3 regarding “Parking” in City ramps.
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Regarding sidewalks, Commissioner Usem said there is a policy but how likely is it to be
implemented. He said it seems to be difficult to get sidewalks approved.
Commissioner Thorpe asked about speed limits and if it should be noted in the Comp Plan.
Engineer Houle said it will be included and that there is a group that was formed to study
speed limits.
V. Approval of Minutes
a. Regular minutes of June 21, 2007
The minutes was approved by Commissioner Workinger and seconded by Commissioner
Usem.
VI. Planning Commission Update (Commissioner Brown)
None
VII. Open Discussion
None
VIII. Staff Liaison Comments (Sullivan)
a. Valley View Road Configuration
Traffic City Engineer Sullivan explained that this area has been an ongoing problem and State
Aid funding is not sufficient to remedy the situation at this time, therefore, the plan is to restripe
the roadway to narrow lanes and add a median and crosswalks. The goal is to get this done
before school begins.
b. Draft AUAR Update
Public input closed August 15. Comments are being summarized for presentation to Council
followed by the start of the 10-day comment period.
c. Benton Avenue/Normandale Blvd Intersection
Roadway will be restriped to minimized confusion.
d. Halifax Avenue Sidewalk
e. Doncaster Avenue Sidewalk
Both were petitioned for by residents and a open house was held on August 15. They will be
presented to the Council on September 4 for approval. Funding for Halifax is assessments and
25% by the City and adjacent businesses; Doncaster is assessments and 25% City and
School District.
f. Valley View Road – McCauley Trail to Braemar Blvd
A petition was received for a sidewalk but because this is a State Aid road the work must be
done in accordance with MN/DOT’s specification. This will brought back later this fall.
Other Comments
Roundabouts brochure – Chair Wanninger suggested putting the brochure on the website. He
said it is well done and he’s had positive feedback.
NE Edina Traffic Study Implementation – Chair Wanninger said he has been receiving many
questions regarding the schedule and suggested putting the schedule on the website. Traffic
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Engineer Sullivan said he will update the schedule and staff is still working with both Hennepin
County and City of Minneapolis to finalize agreements.
Edina Bridges – City Engineer Houle said there are 26 bridges in Edina, 10 are inspected each
year and the remaining every other year, including railroad bridges. A private bridge will be
added to this list for inspection. The Browndale Bridge is scheduled to be redone in 2008.
Meeting adjourned.