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HomeMy WebLinkAbout2015-03-19 TPC PacketAGENDA CITY OF EDINA, MINNESOTA TRANSPORTATION COMMISSION COMMUNITY ROOM March 19, 2015 6:00 P.M. I. CALL TO ORDER II. ROLL CALL III. APPROVAL OF MEETING AGENDA IV. APPROVAL OF MINUTES A. Regular Meeting of February 19, 2015 V. COMMUNITY COMMENT During "Community Comment," the Transportation Commission will invite residents to share relevant issues or concerns. Individuals must limit their comments to three minutes. The Chair may limit the number of speakers on the some issue in the interest of time and topic. Generally speaking, items that are elsewhere on tonight's agenda may not be addressed during Community Comment. Individuals should not expect the Chair or Commission Members to respond to their comments tonight. Instead, the Commission might refer the matter to staff for consideration at a future meeting. VI. REPORTS /RECOMMENDATIONS A. Vision Edina Update B. Draft Living Streets Plan C. Tracy Avenue /Valley View Road /Valley Lane Roundabout: Preliminary Layout D. Updates i. Student Member ii. Bike Edina Working Group iii. Living Streets Working Group iv. Walk Edina Working Group V. Communications Committee VII. CORRESPONDENCE AND PETITIONS VIII. CHAIR AND COMMISSION MEMBER COMMENTS Agenda / Edina Transportation Commission March 19, 2015 Page 2 IX. STAFF COMMENTS X. ADJOURNMENT The City of Edina wants all residents to be comfortable being part of the public process. If you need assistance in the way of hearing amplification, an interpreter, large -print documents or something else, please call 952 - 927 -8861 72 hours in advance of the meeting. SCHEDULE OF UPCOMING MEETINGS /DATES /EVENTS Thursday March 19 Regular ETC Meeting 6:00 PM COMMUNITY ROOM Thursday April 16 Regular ETC Meeting 6:00 PM COUNCIL CHAMBERS Monday April 20 Boards and Commissions Annual Meeting 5:30 PM CENTENNIAL LAKES Thursday May 21 Regular ETC Meeting 6:00 PM COMMUNITY ROOM Tuesday June 16 City Council and ETC Work Session 5:00 PM COMMUNITY ROOM Thursday June 18 Regular ETC Meeting 6:00 PM COMMUNITY ROOM Thursday July 16 Regular ETC Meeting 6:00 PM COUNCIL CHAMBERS Thursday August 20 Regular ETC Meeting 6:00 PM COMMUNITY ROOM Thursday September 17 Regular ETC Meeting 6:00 PM COMMUNITY ROOM Thursday October 22 Regular ETC Meeting 6:00 PM COUNCIL CHAMBERS G: \PW \CENTRAL SVGS \TRANSPORTATION DIV \Transportation Commission \Agendas & RR's \2015 Agendas \20150319 Agenda.docx MINUTES OF CITY OF EDINA, MINNESOTA TRANSPORTATION COMMISSION COMMUNITY ROOM FEBRUARY 19, 2015 6:00 P.M. ROLL CALL Answering roll call was members Bass, Boettge, lyer, Janovy, Nelson, Olson, and Spanhake. ABSENT Campbell, La Force, Rummel APPROVAL OF MEETING AGENDA Motion was made by member Spanhake and seconded by member Boettge to approve the meeting agenda. All voted aye. Motion carried. APPROVAL OF MEETING MINUTES REGULAR MEETING OF January 15, 2015 Motion was made by member Nelson and seconded by member Olson to approve the minutes of Jan. 15, 2015. All voted aye. Motion carried. COMMUNITY COMMENT - None. REPORTS /RECOMMENDATIONS Wooddale /Valley View Small Area Plan Ms. Arlene Forrest, member of the Planning Commission (PC) and co -chair of the Wooddale /Valley Small Area Plan, and Ms. Lindy Crawford, City Manager Intern, presented the small area plan. Ms. Forrest explained that the Wooddale /Valley View area was identified in the 2008 Comprehensive Plan as an area to be redeveloped and the PC added it to their 2015 work plan. Ms. Forrest said small area planning is new for the City and since there are a couple other areas where this process can be used, they are working to develop a process that could be applied citywide. For the Wooddale /Valley View area, Ms. Forrest said they began the planning process June, 2014 -- identified the planning team, a consultant to work with them, held three community engagement meetings for area residents, developed a draft plan which will go to PC for review and approval and then to the City Council in March for review and final approval. As it relates to transportation for the 11 acre site, Ms. Forrest said their organizing principles or land use planning goals are for parking to be attached garages or underground, buildings to be located near streets /sidewalks without intervening parking, trees between curb and sidewalk, attractive landscaping, circulating connections such as walking, biking and transit should be comfortable, and well linked to nearby neighborhoods. Ms. Crawford asked for feedback on the transportation and street design map. Member Nelson recalled discussions about shifting the intersections at Oaklawn, W. 62nd and Valley View. Ms. Forrest said she learned that W. 62nd is a state aid road and this impact what can be done, including a roundabout which would be prohibitive because of the required size to meet state aid standards. Feedback from residents included cut thru traffic, running stop signs, difficulty crossing Wooddale during busy times and a lack of sidewalk on Wooddale south of Valley View. Member Nelson said one option shown was to close Oaklawn. He said the intersections were modified a few years back but it still does not function well and there are always complaint about cut thru traffic and requests for stop signs. If the decision is made to close off intersections, chair Bass asked that they at least maintain pedestrian access. Member Janovy asked about traffic counts on W. 62nd but this street is outside of their study area. Chair Bass asked if the proposed sidewalk was on the Sidewalk Facility Map and Ms. Forrest said no, it was an addition. Chair Bass said it was gratifying and encouraging seeing that when you start with residents' vision for their neighborhood and how 1 it functions they want sidewalk and you don't have to convince them. She commended the team for including transit. She asked about residents' participation and Ms. Forrest said there were approximately 80 at the first meeting probably due in part to a rumor that low income housing would be built. Participation at subsequent meetings was approximately 15. In addition to the meetings, they conducted a survey but participation was low. She said they will evaluate the process when it is completed. Respect is a Two Way Street Campaign Planner Nolan said staff would like to start the campaign next month. He said the ETC's feedback was taken into consideration but because of costs, time constraints and balancing the needs of all departments, with the exception of adding pedestrian considerations the document was not changed much. The general feedback from the ETC was disappointment that more changes were not made to the campaign document. Specific concerns raised or suggestions are as follows: • Not accessible to children; • Can SHIP and Crime Prevention funds be used? Yes; • Suggested sidewalk art to engage people; U of M as an example where they used stickers that lasted awhile but was not permanent; • Funding seems to be going to materials that will be thrown away; • First draft seemed preachy and nothing much has changed; • Audience cannot be children and adults at the same time (Planner Nolan said the audience is everyone and campaign posters can be personalized based on placement); • Who are the messengers for the campaign? • What issues are they trying to solve with the campaign? (Active Routes to School requires a campaign and the police receives many calls on this issue and would like to address it); • Quarterly message may have more impact instead of switching monthly; • Example of U of M where they presented the same message in different ways for one to two years to make it stick; • Small handouts will not have an impact; • Need bigger budget; • Create transportation walk at Promenade similar to U of M's Nobel Peace Prize walk; • Lacks collaboration; 95% cut and paste from other sources; Edina deserves something custom made that favors its audience; • Not getting money's worth if used on video and social media; • Have children create the messages; • MNDOT has a curriculum around walking and biking that may be more suited for children; • Strategize to get the school district involved; • Can Living Streets champions also champion the campaign? In conclusion, chair Bass said while the campaign could be more collaboratively, they should work to make it as effective as possible. She suggested connecting with other campaigns to see what would meet the goals for their community. Edina Challenge: Transportation Options Subcommittee Discussion Chair Bass said in December, members of the Edina Challenge steering committee came to the ETC and asked for assistance with one of their challenges — transportation for underserved youths. The ETC formed a subcommittee that included chair Bass, members Spanhake, Nelson, Rummel and Campbell to look into the matter. She said they met once and a summary of their meeting is detailed in her report to the ETC. The subcommittee's recommendation is a follows: Establish a "Getting around the city working group with a narrow purpose: 2 Articulate the full scope of the problem, through additional research and community conversation (we felt the scope would feed the circulator work that is currently on our 2015 work plan) and make a recommendation to the ETC— and subsequently Council — based on these findings. The recommendation is likely to include a request for staff and /or budget support in identifying solutions based on the findings. Be clear about the city's boundaries (what is and isn't within our control). Chair Bass said a lack of transportation is a common issue heard around the city, not just for youths; however, based on their work plan, the issue is too much for them to take on alone. She said the first transportation option working group's area was too narrowly focused - -it specifically looked at transportation options for seniors and received a $10,000 grant toward the purchase of a bus but the company the grant was aligned with went out of business and the working group was disbanded. The following were discussed: • Chairing working groups can be overwhelming if only the ETC member can be the chair; • Some transportation options are available but they are not centralized; • Maybe the City's role should be providing support instead of finding solutions; • Is the City planning on looking at this as a global issue? It is not in the Transportation Plan and the Council has not directed staff to look into this. • Include survey with utility bills to get feedback. • Has Council directed staff to look into the Circulator? No. Chair Bass asked for a volunteer to serve as the liaison with her serving as their support and member Nelson volunteered. Motion was made by member Spanhake and seconded by member lyer to have a member of the ETC serve as a liaison on the Edina Challenge steering committee. All voted aye. Motion carried. Traffic Safety Committee Report of February 4, 2015 Al. For clarification, member Janovy said she was the requestor and her request was to get the meaning of "when children are present" and for enforcement because she heard complaints from residents in the area. She believes this is a denial because she has not been told the meaning of "when children are present." She suggested moving it to section B and revise for clarity. A3. Member Janovy said she is not in disagreement with this but recalled when the same issue was raised a few years ago, she was given a different answer. Planner Nolan said the police said drivers are not allowed to park but they would prefer to handle it through the school instead of by citations and they have already reached out to the principal. A4. Member Janovy said she was not comfortable approving this so far in advance of the study because they don't know what the solution might be. Chair Bass said this would be an immediate safety improvement to a small area that would not be expensive to improve now or in the future. 61. Member Janovy said a different standard is used on B1 than in A2. She said 'delay' is a better measure than 'gap.' Motion was made by member Janovy and seconded by member Olson to forward the revised Feb. 4, 2015, report to the City Council. All voted aye. Motion carried. 3 Updates Student Members —None. Bike Edina Working Group Member Janovy reported that they have a new co- chair, Lori Richman. Open Streets planning is under way. Living Streets Working Group Member Nelson said the Living Streets community engagement meetings took place recently and they were well attended. Planner Nolan said at the first meeting one resident was concerned with lack of public input, and at the second meeting several were concerned with taking away parking and Maddox Lane residents continued to speak out against sidewalks. In general, residents were happy with the plan. The updated draft will be presented to the ETC on Mar. 19, to the Planning Commission on Mar. 25, and to the City Council in April. Walk Edina Working Group Member Boettge said the working group's assignment was to attend one of the Living Streets meetings and feedback was that they learned a lot. Motion was made by member Boettge and seconded by member Janovy to approve member Joel Stegner to the Walk Edina Working Group. All voted aye. Motion carried. Communications Committee — None. CORRESPONDENCE AND PETITIONS A correspondence was received from the Energy & Environment Commission (EEC) titled "Excerpt of EEC's Urban Forest Task Force Report Relevant to Living Streets." It was noted that the City is working on a new tree ordinance and they need to make sure this excerpt is in alignment with the new ordinance. CHAIR AND COMMISSION MEMBER COMMENTS Member Janovy said she and members Laforce and lyer met with director Millner and Sharon about the reconstruction survey and presented some ideas. Planner Nolan said staff plans to report back to the ETC in March. Member lyer said he is surprised working groups cannot be chaired by anyone. He suggested changing this to just having a commissioner as a member of the working group. Member Janovy said this is a boards and commission bylaw that would impact all boards and commissions. Planner Nolan will check to see what can be done. Member Olson said he came across the City's webpage that list PACS funded projects and this was nice to see. In reference to the Living Streets plan to have parking on one side of streets, member Nelson said they need to be careful not to litter the other side of the streets with no parking signs. Member Janovy said in City of Maplewood, she recalled they weren't planning to sign the other side of the streets as no parking. Chair Bass asked for an update on the offer to meet with the developer regarding transportation for the Grandview plan since economic development Neuendorf presented last time and planner Nolan said he would check on this and report back next month. STAFF COMMENTS A response is expected next month on the Cornelia Drive Sidewalk grant that was submitted, and bids will be open soon for the 2015 neighborhood street reconstruction projects. 4 France Avenue lighting project was delayed due to contractor negligence and in lieu of a fine, the contractor will be installing extra lights. Early stage planning is under way for a noise wall for the southbound exit ramp off TH -100 to Vernon Avenue. This has been in the works for several years when it was petitioned for and then petitioned against. Residents would have been assessed the full cost, but now it is in MNDOT's queue for 2017 and they would absorb most of the cost. Senator Franzen is planning to submit a bill to fund this and other noise walls. A community engagement meeting is scheduled for Mar. 10. ADJOURNMENT Meeting adjourned. ATTENDANCE TRANSPORTATION COMMISSION ATTENDANCE J F M A M J J A S O N D SM SM WS # of Mtgs Attendance % Meetings/Work Sessions 1 1 1 1 1 1 1 1 1 1 1 1 0 0 0 12 NAME Bass, Katherine TERM 2/1/2017 1 1 (Enter Date) (Enter Date) (Enter Date) 2 67% Boett e, Emil 2/1/2017 1 1 2 67 % I er, Su rya 3/1/2018 1 1 2 67% LaForce, Tom 3/1/2018 1 1 33% Janov , Jennifer 2/1/2017 1 1 2 67% Nelson, Paul 2/1/2016 1 1 2 67% Olson, Larry 2/1/2016 1 1 33% Whited, Courtney 2/1/2015 1 1 33% Spanhake, Dawn 2/1/2016 1 1 2 67% Rummel, Anna 9/1/2015 1 1 33% Campbell, Jack 9/1/2015 0 0% 5 To: Edina Transportation Commission From: Karen M. Kurt, Assistant City Manager Date: March 19, 2015 Subject: Vision Edina Update A, • `�CnRP08 ,tF,0 • Agenda Item M. VI. A. Action ❑ Discussion ❑ Information Action Requested: Review draft Strategic Vision and Framework Report and share feedback with City Council. Information / Background: Vision Edina is a broad -based and inclusive community visioning process. The Vision Edina initiative worked with local residents, organizations and businesses to explore: • What is unique and important about living in Edina? • Where is there opportunity or need to evolve or change? • How can we continue to progress to keep the city relevant and attractive to current and future residents and businesses? What is our competitive edge? Vision Edina will serve as an important foundation for other strategic efforts, such as the City's Comprehensive Plan and Capital Improvement Plans. When finished, Vision Edina will replace Edina Vision 20/20. which was developed in 2000 and updated in 2003. The City Council is seeking feedback from Board and Commission members prior to their work session on April 21. Members can share feedback 1) individually using Speak Up Edina or email at mailO-edinamn.gov or 2) as a group by submitting comments or meeting minutes to the Assistant City Manager. The goal is to approve the draft Strategic Vision and Framework Report during the month of May. G: \PW\CENTRAL SVCS \TRANSPORTATION DIV\Transportation Commission\Agendas & RR's \2015 R &R \20150319 \Item VI.A. Vision Edina Update.docx City of Edina • 4801 W. 50th St. • Edina, MN 55424 v N .f Yy r +i4 Alm #� fm v D m Ln T� D v m Ecl °4 �A n U'a; C 0 LnI� Ln Ln n O O O _° a _. z FDT IC:)7 Co CD s= aj C. (D� ru a rD L m .n -0o n w D� zj- u� �- M 71 o m z a ` C7 m .f Yy r +i4 Alm #� fm CITY OF EDINA DRAFT STRATEGIC VISION AND FRAMEWORK VISION EDINA This vision and framework is an outcome of the broad -based community engagement and visioning process, conducted between September and December 2014. January 2015 f u t u r c-L>I"Q PARTNERS y VISION EDINA Vision Edina represents a fresh look at the future for the City of Edina. This work builds on the previous Edina Vision 20120 planning work that was undertaken 15 years ago. Since that time, the world has changed. We are subject to stronger external trends and forces, and we face renewed pressures with increasing population and developmental growth. The future we face is one filled with greater uncertainty, more rapid pace of change and emerging new opportunities. Vision Edina allows us to step back and look again at the big picture, and decide how we continue to evolve to remain a relevant, competitive and progressive city. Vision Edina is a long -term strategic framework that helps our community understand and guide the important decision - making that will impact the City's future. This framework lays out the key issues identified by our community, which we need to be focusing our attention and resources on, over the coming years. The Vision Edina work and publications have been developed through a broad -based and inclusive community visioning process conducted in 2014. It is proposed that the current City of Edina mission statement remains unchanged. This is a potent and relevant mission statement that has, and continues to, serve the City well. "Our mission is to provide effective and valued public services, maintain a sound public infrastructure, offer premier public facilities and guide the development and redevelopment of lands, all in a manner that sustains and improves the uncommonly high quality of life enjoyed by our residents and businesses." Vision Edina - DRAFT Strategic Vision Framework - January 2015 3 4 EDINA'S VISION STATEMENT Edina holds a well- earned reputation as a city of choice. It is the model of a successful, mature, and progressive urban community, which remains relevant in a modern and evolving world. We maintain our heritage and attractiveness, and afford our residents the highest quality of life, while actively embracing the future. Within the context of North America and the Twin Cities, Edina is known as a distinguished location that provides the ideal environment to raise families, run businesses and simply enjoy life. The features that define our future community include: Inclusive and Connected • Our community embraces diversity and cherishes the contributions of all residents and stakeholders, whatever their background, age or interests. • The community offers an enticing mix of residential development that retains and builds upon our strong foundation of single- family housing, but also includes a dimension of higher density multi- family options, especially for the young and the old. • Edina strives to promote a healthy demographic mix that builds on the tradition of multi - generational families, and also provides entry opportunities for new people seeking to raise families, start businesses, and join our quality community. • Transportation options of all kinds are available, allowing residents to be connected via a network of transportation modes that fosters mobility for people and connects the community together. • Our cohesive neighborhoods are able to retain their unique individual character, while being linked seamlessly together into the broader fabric of our city, and beyond to the larger metropolitan area. Built -to -Scale Development • The community has worked hard to create an innovative and long -term comprehensive development policy, which strikes the right balance between renewal and progress, and protection and preservation. This has allowed the City to navigate the period of intense redevelopment and create a richer more vibrant city, without losing our historic neighborhoods. • Our development policy promotes and encourages innovative ideas, and we have formed a working partnership between the community and the developers where creative solutions are found to create the best long -term outcome from new developments. • Our community's commercial and retail base has been significantly enhanced through the creation of more mixed -use locations, sympathetically woven throughout our neighborhoods. These small nodes enhance our neighborhood feel and quality of life, and provide important community gathering points. Vision Edina — DRAFT Strategic Vision Framework — January 2015 • We have proactively developed planning procedures and policies that allow the character of our neighborhoods to be protected and enhanced, and that local development reflects the aspirations of the neighborhood associations and residents. Sustainable Environment • Edina has taken its responsibility for the environment seriously. As a community we have focused and invested in world -class citywide resource management systems, built around the leading principles of environmental sustainability. • We have implemented sophisticated systems, including recycling, energy efficiency and management of water, to the point where we have substantially reduced our overall environmental impact and significantly increased the efficiency in our resource use. • Our planning has integrated the best - proven standards of sustainable building and environmental stewardship into all aspects of our city planning and building codes. We are regarded as a leader in the integration of environmental management into city management and function. • Our community continues to treasure and protect our public spaces and parks, and these have been further enhanced to build biodiversity and natural ecosystems, which in turn support and purify our natural environment. A Community of Learning • Edina has continued to evolve as a highly engaged community, where residents share the responsibility for decision making and working collectively toward the common vision. • We recognize and appreciate the significant value of our education system, and we continue to work and invest to strengthen and grow this key community asset. • As technology and society has evolved, so has our prized education system. We have a high quality, future orientated education system, which undeniably prepares our students to thrive in an increasingly competitive and globalized world. • As residents, we never tire in our pursuit of knowledge and understanding. We collectively promote the value of engagement and education, and we ensure that we have the capacity as a community to understand and remain agile in a fast changing and complex world. Future - Oriented • As a community, we continually look forward and are always working to remain competitive, relevant and innovative. We stand on the foundation of our traditions, but are not afraid to adapt and change as the city evolves. • Our city leaders and organizations are actively engaged in regional leadership and in ensuring the interests of Edina are represented at the level of the Twin Cities metropolis, but also beyond. Our City's priorities and interests are fundamentally integrated into the broader regional planning. • Edina is willing to use its privileged position, resources, and expertise to apply new ideas and technology, and we actively invest ourselves in finding and creating innovative solutions to the emerging challenges of living in a major city. Vision Edina - DRAFT Strategic Vision Framework - January 2015 5 STRATEGIC FOCUS AREA, ISSUES AND ACTIONS Eight key strategic focus areas have emerged through the Vision Edina process. These areas are built from the key drivers and issues identified early in the Vision Edina process, and have carried through the extensive community and stakeholder engagement process. These focus areas, and the attendant issues and actions, represent emerging priority areas that can both leverage and guide the future evolution of our city. This is not intended to be an exhaustive list, and in no way displaces the underlying foundational work that continues on our key areas of infrastructure, community services, governance, and fiscal management. Rather, these strategic focus areas represent key emerging priorities, and reflect the core drivers of our future that can be summarized in the categories of 'Balancing Edina's Redevelopment', and 'Enhancing Our Community Fabric and Character'. 6 Vision Edina - DRAFT Strategic Vision Framework - January 2015 1. RESIDENTIAL DEVELOPMENT MIX The issue of residential property development has been repeatedly raised throughout the Vision Edina process. The City has been faced with a number of redevelopment pressures and challenges across numerous areas of the city. Residents strongly favor a continued focus on the single- family housing nature of the majority of the city neighborhoods, but there is increasing concern about the trend and impact of so- called 'teardowns' on the community. There is also recognition of some need to develop more multi - family options in order to serve the needs of young professionals and our senior citizens, and create some diversity in housing affordability. ISSUES • Residential neighborhoods continue to serve as the defining characteristic of the city, and there is a high desire to protect and enhance such neighborhoods. • Residents take a great deal of pride in their homes, and express concern about the escalating redevelopment pressures facing some neighborhood areas. • Edina continues to face competition from neighboring communities that claim to offer a similar quality of life while also offering more available land for development. • The community must balance the needs of the families that have defined its character, with an aging population that desires to 'age in place.' STRATEGIC ACTIONS • Further encourage the development of the neighborhood associations and the overall neighborhood concept. Define the unique character and brand of each of the well - established neighborhoods, and explore innovative planning guidelines to allow preservation and enhancement of the desired neighborhood visual appeal. • Pursue further planning and development options that protect and locate key amenities, such as parks and community facilities, within the neighborhood framework to allow neighborhood centers and focus points to further evolve. • Continue to explore options and opportunities for new multi - family development opportunities in the Southdale, Pentagon Park, and Grandview areas, and on the appropriate fringes of other mixed -use areas and public spaces. Vision Edina - DRAFT Strategic Vision Framework - January 2015 7 Z. TRANSPORTATION OPTIONS Participants in the Vision Edina process expressed a strong desire to continue to expand a variety of transportation options to both reduce the dependency on automobiles, but also to enhance the community's ease of connectivity. Access to a variety of biking and walking trail options is a key amenity that helps residents feel connected to their community, and improve the overall quality of life. A diversity of transportation options is also highly preferred among younger residents. However, such options have met resistance in some areas, largely in response to concerns about immediate local impacts. The larger community sentiment of support should be highlighted to advance policies and developments deemed to be in the larger public good. ISSUES • The community's infrastructure continues to age and be stressed by increasing traffic volume. • The majority of Edina's employed population works outside of the City and is therefore reliant on the connectivity and maintenance of the roadway system for their livelihood. • The community overall is highly supportive of increased diversity and integration of transportation and local access options, but has a lesser appetite for a transit - forward strategy. STRATEGIC ACTIONS • Undertake community education and promotion, to highlight the broad support and benefits of more diverse transport options, and particularly to highlight the support expressed across multiple age demographics. • Continue to work actively with Metro Transit to expand transit options to Edina, and ensure that Edina residents do not become further isolated from the larger transit infrastructure. • Continue to develop an integrated long -term plan that lays out a future orientated and ambitious transport network that covers multiple modes of transport and takes into account potential impacts of future technology on transport modes and corridors. • Continue to promote and develop the sidewalk, trail and bike lane networks to improve accessibility and connectivity throughout the City, and beyond. 8 Vision Edina - DRAFT Strategic Vision Framework - January 2015 3. COMMERCIAL DEVELOPMENT MIX Edina has traditionally embraced commercial development along a relatively narrow corridor along France Avenue, and originally anchored by Southdale Mall. While this practice has been successful and has led to additional growth along France Avenue and elsewhere, Vision Edina participants have expressed a desire for easier and more proximal access to small retail options and other amenities. Many participants of the engagement process highlighted the unique and appealing experience of the SOth and France precinct. New development opportunities can build upon this example to develop neighborhood nodes of an appropriate scale, in other locations across the City. ISSUES • Edina has historically favored large -scale commercial development. Best practice and community desire has moved towards also including smaller -scale models. • Some residents currently feel somewhat disconnected from common amenities, including banking, dry cleaning, groceries, and pharmacies - and this is an issue likely to be exacerbated with an aging population. • The community has a significant once -off redevelopment opportunity in Pentagon Park and other areas key areas, but as of yet, there appears to be no clear community consensus as to the best and most appropriate uses and ultimate outcome. STRATEGIC ACTIONS • In light of the escalating developmental pressures facing the Council and City, the City should as a priority renew its broader land use plan. This plan should examine and consider the future broad fabric of the community, and begin to define key nodes of higher density mixed use, and potential nodes of small -scale commercial opportunity, embedded in more of a neighborhood context. • More consideration of scale and appropriate mixed use could be used in the review of new commercial development proposals, especially to take into account the compounding impact of numerous developments in close proximity, and the concerns about this overall impact on streetscape, environmental aspects, transportation and utilities and services. • The community should further examine and consider the viability of developing small neighborhood - based business nodes, to provide a range of local amenities and services. • Edina should continue to explore strategies that promote the continued vitality of existing core retail zones around Southdale Mall, and also actively pursue economic development strategies targeting specific professional services clusters. These approaches could enhance the core economic underpinning of the local economy. Vision Edina - DRAFT Strategic Vision Framework - January 2015 E 4. LIVE AND WORK Edina's community has a large number of high wage earners, most of who commute to areas outside the city for work. Therefore, Edina is highly dependent on the vitality of the regional economy to maintain prosperity. At the same time, the community also recognizes a growing desire, especially among young professionals to both live and work in the same location. There is evidence to suggest this represents part of a larger societal trend, and could have important implications to the future location appeal of Edina. The City currently offers limited opportunities to do so, as a mismatch exists between the wage - earning potential of many of the employment opportunities in the community and the relatively high cost of quality housing. However, the City is very well endowed with recreation facilities, which offers excellent outdoor and sporting amenities. ISSUES • Many of the city's residents commute outside of the city for work. This creates a disincentive to young professionals who may aspire to live and work in Edina. • The community does not possess significant spaces for collaborating, start -ups or telecommuting. • Many key staff in organizations across Edina cannot afford to live in the community, creating a potential service disconnect. STRATEGIC ACTIONS • Edina should support the development of a start -up or entrepreneurial climate in the city, and bring together key stakeholders to develop an integrated economic development strategy. • The community should consider the inclusion of incubators or co- working spaces in any new redevelopment projects and in mixed -use proposals. • The City should promote the development of a mix of commercial amenities, including restaurants and cultural amenities, which are attractive to young families and professionals and can further act as connection points or hubs within the fabric of neighborhoods and development areas. Vision Edina — DRAFT Strategic Vision Framework — January 2015 S. EDUCATIONAL FOCUS Edina Public Schools are recognized as one of the principal assets of the community. The school district and its institutions are routinely recognized as among the best in the state and nation. Participants in the Vision Edina process routinely singled out quality education as one of the defining characteristics of their preferred future. However, respondents also expressed a desire for the greater use of technology in the classroom, expansion of cultural and 'globally- focused' learning opportunities, and the promotion of lifelong learning. ISSUES • Education policy and funding are largely the responsibility of other entities, placing the City in an advocacy and partnership role. • Respondents desire an educational system that maintains high quality while also embracing new techniques and technologies. • While Edina Public Schools and other local institutions adeptly provide K -12 education, the community is largely responsible for providing lifelong learning and other cultural education opportunities. STRATEGIC ACTIONS • The community should promote a culture of learning among all of its residents, and continue to find ways to explore, understand and present best practice across a range of topics. In particular, it is important to expand the scope beyond regional expertise and explore best practice and emerging trends on a global scale. • The City should continue to foster their productive working partnership with Edina Public Schools. These two entities represent some of the key leverage points in the City, and combining their influence could accelerate the progress on key initiatives. • The City and school district should continue to explore future opportunities for expanded partnerships between the school and existing employment opportunities within the city, thereby helping develop career paths and local workforce development. Vision Edina - DRAFT Strategic Vision Framework - January 2015 11 12 6. POPULATION MIX The demographics of the Twin Cities are constantly changing as new residents are attracted by strong regional employment prospects, economic tailwinds and quality cultural and public amenities. Edina is well positioned to attract many of these new residents because of its high quality of life. Edina's population is also undergoing a generational transformation as its population continues to age, creating a new group of active retirement senior citizens with different housing and amenity needs. Developing an effective balance in each of these areas is critical to ensuring future sustainable growth. ISSUES • The perception of an 'Edina Bubble' carries with it the stigma of being an exclusive and exclusionary community. • The relatively high cost of housing is also viewed as a perceived barrier to entry into the community, especially for younger families. • The needs of an aging population are often in conflict with the preferences of the younger residents the community seeks to attract. STRATEGIC ACTIONS • Edina Public Schools should continue to expose students, and parents, to a variety of cultural experiences. This will serve to foster a global mindset, while also cementing the education system as a key population draw. • Edina's civic organizations should promote a welcoming image of the city. These efforts should be equally directed towards new residents and new businesses. These organizations should also take a lead role in publicizing the City's cultural amenities. • The City should continue to prioritize amenities that meet the needs of residents of all ages. The City should continue discussions about the effects of an aging population, as referenced in the Vision 20120 process. Similar efforts should be used to engage young adults, including high school students. Vision Edina - DRAFT Strategic Vision Framework - January 2015 7 ENVIRONMENTAL STEWARDSHIP There is a growing awareness of the impact that the built environment has on the natural environment, and the individual and collective responsibility we all have towards good environmental stewardship. Community residents and stakeholders believe that Edina can take an active and ambitious internal and regional leadership role in promoting more comprehensive recycling, smart building, and energy efficiency practices. These themes couple well with the parallel benefits in smarter urban planning, increased transportation options, and application of technology. ISSUES • Residential and commercial developers have little incentive to balance environmentally friendly building practices with market pressures, or in fact to provide leading edge examples of energy efficient and environmentally sensitive construction. • Currently, residential waste removal and other environmental services are poorly coordinated, and in some cases resulting in multiple providers serving the same streets, contributing to noise, environmental impact and inefficiencies. • The need for green spaces is well recognized, but the use of these areas currently follows more traditional 'green lawn' approaches rather than integrated habitat zones. • Developmental pressures are likely to continue to place increased demands on the City's infrastructure and contribute to concerns about decline in environmental quality in the city. STRATEGIC ACTIONS • Develop a comprehensive citywide environmental management plan, that explores and includes best practice in terms of water management, biodiversity, green space management, street scape preservation and waste management. • Partner with energy and utility service providers to educate residents on the importance of energy efficiency in their daily living, and promote energy efficiency and smart building practices at all City - owned properties. This could include well established practices such as publishing data on the carbon emission, waste levels and recycling levels. • Identify a series of environmental flagship pilot projects to bring stakeholders together and begin exploring creative solutions. Examples could include: waste collection and management across the city; recycling and green waste management; environmental overlays on development projects such as Pentagon Park; and, utilization of available areas such as Fred Richards Park as community gardens and biodiversity spaces. • Develop incentives for individual households to take an active part in the overall city responsibility to environmental management, including reducing nutrient loads in run -off, local recycling and efficient resource usage. Vision Edina - DRAFT Strategic Vision Framework - January 2015 13 8. REGIONAL LEADERSHIP Edina has long been recognized as one of the premier communities in the Twin Cities. It has also historically assumed a leadership role as it served as the home to many influential individuals. The City has also been historically viewed as somewhat progressive in its policies and practices. Recently, this reputation has somewhat faded as other neighboring communities have jumped to the fore, and Edina has approached a 'fully built out' phase. The existing phase of redevelopment, and the expanding pressures from the surrounding metropolis offer the need and opportunity for Edina to once again emerge as an innovator, seeking and implementing creative solutions to local and regional issues. ISSUES • City leadership has generally focused on local issues, in large part driven by community needs and expectations and the trend towards conservatism that comes with an aging population. • The city's size limits its relative influence when compared to larger neighboring communities. This fully built nature constrains the city to internal redevelopment and forces it to deal with new issues, previously not encountered. • The community has regional economic importance, but its cultural importance has been somewhat more limited. However, there is potential for Edina to have some destination value, beyond just as a residential abode. STRATEGIC ACTIONS • City leaders should actively advocate for Edina's interests in the Metropolitan Council and other regional bodies. In addition, the City should form particularly close functional connections with the immediately neighboring cities, as they share many aspects and challenges. • City leaders should continue to inform residents on the impact of issues of regional importance, and work to better integrate an understanding of the importance of being an active participant, and leader, in the larger regional system • City leaders and residents should collaborate to discover, develop and apply new best practices in environmental sustainability, aging in place, educational quality, and other broad areas of consensus. These efforts will ensure that Edina builds the future intelligence capacity to retain a future - focused worldview, and act as an example and role model to other cities in North America. 14 Vision Edina — DRAFT Strategic Vision Framework — January 2015 CONCLUSION The Vision Edina process has presented an opportunity for the community to come together and explore the longer -term future. The current period of intense redevelopment, which is occurring within Edina, represents an important juncture in the community's history and evolution. This is coupled with a more gradual generational shift, as the predominant Baby Boom generation moves through the demographic tiers. The resultant situation is where Edina stands poised before some significant choices about future trajectory and outcomes. This has been well articulated in the Vision Edina process. The community has chosen a path forward that represents some significant change and reinvention, but without losing touch with the important family values and rationale that has always defined Edina as a community. The path ahead is not without its challenges and will require careful balancing of differing priorities, aspirations and desires. The collective decision making process required to move forward will set Edina apart as an intelligent, engaged, thoughtful and forward looking city. It will require maturity and patience on behalf of the citizens and leadership, and recognition that the complex resident mix, which makes Edina interesting, also brings with it differing opinions and perspectives. Understanding the importance of the common good over personal self- interests will be critical to build alignment around important future shaping decisions and actions. The population and leadership of Edina possess and exhibit more than sufficient knowledge and experience to guide the City toward the vibrant and balanced future desired by the residents and stakeholders. Vision Edina - DRAFT Strategic Vision Framework - January 2015 15 FOR MORE INFORMATION VISION EDINA The Vision Edina initiative has aimed to define a shared vision for the City of Edina. The vision and strategic framework is an outcome of a broad -based and inclusive community visioning process. The engagement portion of this important planning process ran from Septemberto December2014, and gathered significant community input. From a strategic planning perspective, Vision Edina examines the issues that have been identified as having the highest priority within the community. The initiative examined future trends in cities across North America and the world, and how generational values are changing. This was also linked to local aspirations, values and desires for the future. This process enables a clearer understanding of what people might be looking for in Edina in 2030 and beyond. Vision Edina has represented an opportunity for all residents to have a say and contribute to creating the shared future vision. Vision Edina is part of the overall community process to update the long -term vision for the City of Edina, and will also serve as an important foundation for other strategic efforts, such as the City's Comprehensive Plan and Capital Improvement Plans. The City of Edina partnered with Future iQ Partners, an international consultancy company, to design and facilitate the process. For more information on the Vision Edina project and the City of Edina, please contact: Karen Kurt, Assistant City Manager City of Edina Tel: + 1 952 - 826 -0415 KKurt@EdinaMN.gov www.EdinaMN.gov VISION f utu r&> i Q Y EDINA i PARTNERS To: Edina Transportation Commission From: Mark K. Nolan, AICP, Transportation Planner Date: March 19, 2015 Subject: Draft Living Streets Plan Action Requested: Review draft Living Streets Plan and share feedback with staff. Information / Background: 0 HI ` ,CORPORN j 7888 Work Session Item #: VI. B. Action ❑ Discussion ❑x Information ❑ Please recall that the City Council passed the Living Streets Policy August, 2013. From September of that year until late 2014, monthly meetings have been held with the Living Streets Advisory Group (LSAG), made up of members of Edina's boards and commissions, and an internal team comprised of Edina staff members from various departments. In February 2015, staff held two public meetings to share the draft Plan and to obtain input. Approximately 50 members of the community attended and while there were concerns expressed regarding sidewalks, the loss of on- street parking, and larger traffic issues, overall opinions were positive. With feedback from the internal team, LSAG, Planning Commission, ETC and the public, staff has prepared the draft Living Streets (Implementation) Plan and is requesting feedback from the ETC. The proposed next steps are to present the draft Plan to the Planning Commission on Mar. 25 and to obtain feedback, to post the draft Plan to the website to solicit public comment, and to hold a public hearing with Council in April and to ask for their approval of the Final Living Streets Plan at that time. Please note that Chapter 2 of the draft Plan is the Living Streets Policy. Over the course of drafting and obtaining feedback on implementation, staff has found it necessary to revise the format of the policy (e.g. to include more clearly- stated Living Streets principles) and to include additional content regarding implementation and context, etc. When the final Living Streets Plan is approved by Council, Chapter 2 will replace (essentially serving as an update to) the policy approved in 2013. Additionally, the attached Plan is in draft stage and has yet to be proofed and formatted into a finished document by the Communications Department. This will take place after the ETC and Planning Commission review. Attachment: Draft Living Streets Plan G: \PW \CENTRAL SVCS \TRANSPORTATION DIV \Transportation Commission \Agendas & RR's \2015 R &R \20150319 \Item VI.B. Draft Living Streets Plan.docx City of Edina • 4801 W. 50th St. • Edina, MN 55424 edina living streets our streets connect us all I. BACKGROUND THE CHALLENGE As a suburban city, many feel that Edina will have to change in order to thrive and meet the health, environmental, and economic challenges of the coming decades. Because of its form, often widely separated land uses and disconnected street networks throughout much of the City, many areas in Edina lack walkability and require that people travel by car for most of their needs. This has serious environmental consequences (poor air quality, climate change, and high energy consumption) as well as health consequences for those who live in environments that discourage active transportation and favor driving. Residents in these neighborhoods tend to become isolated due to the lack of walkable streets. There is a wide variety of walkability through the City, with areas developed earlier (northeast Edina) having a much more connected street network and pedestrian infrastructure than areas developed later (southwest Edina). As Edina continues to evolve into the coming decades, there is a need not only to address this inequality, but also to change the way we construct and maintain our streets and stormwater infrastructure to better position Edina for the future. Existing Roadway Network History Much of (formerly the Village of) Morningside and Country Club neighborhoods in northeast Edina were developed in early 1900s, with the area north of W. 50th St and east of Highway 100 dating before 1940. Because the popularity of the motor vehicle had yet to fully form, these neighborhoods have the highest density of sidewalk facilities in the City, with many streets having sidewalks on both sides of the street. In the 1940s Edina saw infrastructure and development expansion south to 58th St, but still remained east of Highway 100 (the Highway's section through Edina was completed by 1941, and was then called the "belt line "). By 1960, development had spread southwest to nearly half of the land area of the current city, to an irregular line northwest to southeast. The 1950s was the decade where Edina experienced the most development (in terms of land area). In 1960 nearly all of Edina was still primarily residential. During the 1960s, construction continued southwest in Edina, and began to include more commercial and retail development in the southern and southeastern portions of the City (Southdale Center had previously opened in 1956). During the I970s and after, construction and development filled the City's borders to Highway 169 (to the northwest) and just north of 494 (to the southwest and southeast portions of the City). Maintenance Each year the City of Edina is responsible for maintaining 487 lane miles of roadway within its borders, which amounts to over 27 million square feet of pavement. The cost to maintain one square foot of pavement over a 60 -year life span is estimated to be $5 to $9. Moreover, it is anticipated that the City will likely replace 120 lane miles over the next decade. Edina Living Streets Plan — DRAFT (3/12/15) Background Aft edina a living streets our streets connect us all Safety Assuring the safety of Edina's street users is a key goal for the community and its stakeholders. Between 2009 and 2013 the City received an average of 87 resident requests each year to look into traffic safety issues in their neighborhoods. Most concerns were related to bicycle or pedestrian safety. Additionally, in Edina's 2013 Quality of Life survey, 40% of respondents identified speeding as a "very serious" or "somewhat serious" problem, and 33% of respondents identified stop sign violations a "very serious" or "somewhat serious" problem. These numbers have both increased since the 2010 Quality of Life survey. Pedestrians (especially children, the elderly and the disabled) and bicyclists are the most vulnerable users of our streets. These users bear a far greater burden of injury than vehicle occupants and are particularly at risk of being injured or killed in a road traffic crash. As of 2010, Edina had the largest percentage of residents over the age of 65 (21 percent of the population) in the metro area, and the City has a growing population of school age children; over 24 percent of Edina residents are under 18 years old. These groups are less likely to be safe on streets designed only for motor vehicles. Water Resources Management Minnesota lakes, wetlands streams and rivers are critical natural resources. They provide cultural and recreational opportunities, wildlife habitat, and aesthetic enjoyment. These surface waters are also often an expression of the top edge of a greater underground reservoir: the source of the water we drink. Urban surface water bodies are under pressure from a variety of stressors. Historically high volumes of water from paved and impervious surfaces are routed through flood protection pipe networks causing flooding. Wash -off of urban pollutants such as leaves and grass clippings, lawn fertilizer, pesticides and chlorides from road salt degrade water quality and wildlife habitat. The infiltration of these surface waters is vital to groundwater resources, but compromised surface water quality can carry risk to the wellhead. Streets and their associated drainage systems are major conduits of these pollutants. Table 1. Impaired water bodies in Edina Water Body Impairment Lake Cornelia Aquatic Recreation Lake Edina Aquatic Recreation Nine Mile Creek Aquatic Life Minnehaha Creek Aquatic Life and Aquatic Recreation Stressor(s) Nutrient, Biological Nutrient, Biological Biota, Chloride, Clarity Biota, Chloride, Dissolved Oxygen, Bacteria Water bodies of local and regional significance flow though Edina, and include I I lakes, and two streams. Many of these waters are classified as impaired waters (see Table I). To treat this impairment, the City uses a variety of programmatic pollution prevention measures such as street sweeping, neighborhood Edina Living Streets Plan — DRAFT (3/12/15) 1 -2 Background Adftk acm edina living NO streets our streets connect us all clean -ups, illicit discharge detection and elimination monitoring, construction site erosion and sediment control, wellhead protection and others. These programmatic elements are combined with stormwater infrastructure such as ponds, wetlands, pervious pavements, tree trenches, sediment structures, bio- retention and infiltration systems, rain gardens and cisterns. As a first ring suburb, the City of Edina experienced rapid growth in the 1950's and 60's. This era of development generally included some local flood control pipe networks that were built in the same right -of -way corridors to drain roads and neighborhoods. This efficient network of drainage pipes has polluted and degraded the integrity of surface waters. This large cohort of infrastructure is now nearing its service life, and major maintenance and rehabilitation is underway throughout the community. Living Streets envisions the creation of stormwater infrastructure combined with neighborhood reconstruction; as roads and utilities are rebuilt, flood protection and clean water services are added. Living Streets will go above and beyond the typical watershed district requirements to provide additional flood protection and clean water service by opportunistically bringing in new grant funding sources and strategically and cost effectively implementing new stormwater infrastructure. UNDERSTANDING LIVING STREETS Recently, a shift has been occurring in the way the City of Edina's residents, workers and visitors think about our streets, the way they have been designed and how (and by whom) they are used. We have been moving toward a city that is more active and "livable," with streets that are more human - centered. Living Streets are designed and engineered to be safe and convenient for everyone — not just drivers, but bicyclists, transit riders, wheelchair users and pedestrians of all ages and abilities. Living Streets are designed to improve residents' health and quality of life while enhancing a neighborhood's social and economic vitality. As such, Living Streets refers to public realm and street design that: e Provides for multiple modes of transportation, Reduces environmental impacts by reducing impervious surface, managing stormwater and providing shade, and e Focuses on quality of life aspects and community identity. In many ways, the concept of Living Streets is similar to Complete Streets. In 2010, the State of Minnesota passed complete Streets legislation, the goal of which was to develop a balanced transportation system that integrates all modes, and to include transportation users of all types, ages and abilities. However, Edina's Living Streets takes Complete Streets further by incorporating the City's active living focus as well as addressing environmental and sustainability concerns more directly. BENEFITS OF LIVING STREETS The benefits of Living Streets include safety, public health and the environment, transportation choice, economic benefits and community identity. These benefits are defined further below. Edina Living Streets Plan — DRAFT (3/12/15) 1 -3 Background edina living streets our streets connect us all Safety Living Streets foster safe travel for everyone that uses Edina's streets, including those using both motorized and non - motorized transportation. As Living Streets increase the safety and comfort of the most vulnerable users of our roadways (e.g. children, the elderly and disabled, those on bicycles) then our streets become more calm and safe for all. Living Streets also exhibit a vibrant mix of people and uses that result in streets that are active throughout the day. This increased activity improves security by providing more "eyes on the street," meaning that crime is deterred by the presence of more people on the streets. This, when considered alongside the provision of integrated yet separate sidewalk and bicycle facilities, results in a safer public realm where these facilities exist. Public Health and the Environment A lack of comfortable and safe walking and bicycling environments often discourages people from taking part in routine physical activity. Living Streets provide safe and convenient routes for walking and bicycling, which will allow Edina residents to integrate physical activity into their daily routine. Studies have shown that routine physical activity can help reduce the risk of chronic health problems such as obesity, diabetes and heart disease. Tree -lined Living Streets have environmental benefits as they filter the air, soak up stormwater, stabilize the soils and shade our streets. Moreover, Living Streets can help reduce dependency on the automobile (see Transportation Choice below), which protects air and water quality and reduces greenhouse gas emissions. This reduced exposure to air pollution can lead to additional public health benefits, given that air pollution is the leading cause of asthma and other respiratory illnesses (especially among children). Transportation Choice Living Streets support multiple ways of moving about the City, including driving, walking, biking and using transit. These transportation options result in a city more accessible for people of all ages and abilities, including those who are not able, cannot afford, or chose not to drive. Transportation choice is particularly important for children, elderly, disabled and lower- income members of the population. Moreover, Living Streets allows for more direct connections to destinations by multiple means, allowing people to meet some of their daily needs by walking or biking. Economic Benefits By providing accessible connections, Living Streets can increase the number of people who can easily and independently access retail and commercial destinations. This is attractive to private investors, and it has been demonstrated that public investment in Living Streets features helps attract new jobs, businesses and increased sales for merchants. Additionally, families that live in neighborhoods that give them the option to walk, bike or take transit to their destinations often pay less in combined housing and transportation costs. Living Streets can also raise property values. Studies have shown that as the walkability of a neighborhood increases (as measured by Walkscore.com), home values and retail rents increase. Bicycle facilities and design elements such as street trees have also been shown to add thousands of dollars to home values. Edina Living Streets Plan — DRAFT (3/12/15) 1 -4 Background edina OEM living streets our streets connect us all Community Identity Living Streets incorporate place- making features that facilitate social interaction, such as sidewalks, outdoor gathering places, street furniture, public art and more. Local residents are involved in the street design and planning process, using their priorities and needs to improve their streets and allowing them to reflect the unique character of their individual neighborhoods. Living Streets encourages residents to take pride in, and identify with, their streets and public spaces. SUPPORTING CITY PLANS This Living Streets Plan builds upon the City's planning efforts and documents that have come before it. The following are major adopted or approved City plans that support the Living Streets Plan. The plans below are referred to in this Plan, and like it will be updated periodically over time. e Vision Edina e 2008 Comprehensive Plan a Comprehensive Bicycle Master Plan e Edina Active Routes to School Comprehensive Plan e Comprehensive Water Resources Management Plan Edina Living Streets Plan — DRAFT (3/12/15) 1 -5 Background AMMIL edina living i streets our streets connect us all 2. LIVING STREETS POLICY INTRODUCTION The Living Streets Policy was developed to provide the framework for a Living Streets Plan. The policy initially stood alone and included sections to guide the creation of the Living Street Plan. This revised policy is now an integral part of the Living Streets Plan. The Living Streets Policy ties directly to key community goals outlined in the City's 2008 Comprehensive Plan. Those goals include safe walking, bicycling and driving, reduced storm water runoff, reduced energy consumption, and promoting health. The Living Streets Policy also compliments voluntary City initiatives such the "do.town" effort related to community health, Tree City USA and the Green Step Cities programs related to sustainability. In other cases, the Living Streets Policy will assist the City in meeting mandatory requirements set by other agencies. The Living Streets Policy is broken up into three parts: Vision, Principles, and Implementation. The Policy is followed by a description of core services provided by the City of Edina that are related to or implemented in part through Living Streets. POLICY Living Streets balance the needs of motorists, bicyclists, pedestrians and transit riders in ways that promote safety and convenience, enhance community identity, create economic vitality, improve environmental sustainability, and provide meaningful opportunities for active living and better health. The Living Streets Policy defines Edina's vision for Living Streets, the principles Living Streets will embody, and the plan that will guide implementation of their construction. LIVING STREETS VISION Edina is a place where... • Transportation utilizing all modes is equally safe and accessible; • Residents and families regularly choose to walk or bike; • Streets enhance neighborhood character and community identity; • Streets are safe, inviting places that encourage human interaction and physical activity; • Public policy strives to promote sustainability through balanced infrastructure investments; ;rivate Environmental stewardship and reduced energy consumption are pursued in public and sectors alike; and Streets support vibrant commerce and add to the value of adjacent land uses. Edina Living Streets Plan — DRAFT (3/12/ 15) 2 -1 Living Streets Policy edina living streets our streets connect us all LIVING STREETS PRINCIPLES Seventeen principles guide implementation of the Living Streets Policy in the areas of all users and all modes, connectivity, context sensitivity, sustainability, and efficient service delivery. The City will incorporate these principles when planning for and designing the local transportation network and when making public and private land use decisions. All Users and All Modes Principle 1: Living Streets are high quality transportation facilities that meet the needs of the most vulnerable users such as pedestrians, cyclists, children, elderly and the disabled; and Principle 2: Living Streets provide access and mobility for all transportation modes while enhancing safety and convenience for all users. Connectivity Principle 3: Edina designs, operates, and maintains a transportation system that provides a highly connected network of Living Streets that accommodate all modes of travel; Principle 4: Edina seeks opportunities to overcome barriers to active transportation by preserving and repurposing existing rights -of -way, and adding new rights -of -way to enhance connectivity for pedestrians, bicyclists, and transit; Principle 5: Edina prioritizes improvements to non - motorized connections to key destinations such as public facilities, public transit, the regional transportation network and commercial areas; Principle 6: The City will require new developments to provide interconnected street and sidewalk networks that connect to existing or planned streets or sidewalks on the perimeter of the development; and Principle 7: Projects will include consideration of the logical termini by mode. For example, the logical termini for a bike lane or sidewalk may extend beyond the traditional limits of a street construction or reconstruction project, in order to ensure multimodal connectivity and continuity. Context Sensitivity Principle 8: Living Streets are developed with input from stakeholders and designed to reflect the existing neighborhood character and promote a strong sense of place; Principle 9: Living Streets preserve and protect natural features, such as waterways, urban forest, sensitive slopes and soils; Principle 10: Living Streets are designed and built with coordination with business and property owners along commercial corridors to develop vibrant commercial districts; Edina Living Streets Plan — DRAFT (3/12/15) 2 -2 Living Streets Policy AdMlIkk AUM edina living streets our streets connect us all Principle 11: Living Streets coordinate with regional transit networks and regional authorities; and Principle 12: The City will consider the fiscal context of projects and potential financial impacts when implementing Living Streets at the project level. Sustainability Principle 13: Living Streets will improve quality of life of the public, Principle 14: Living Streets will reduce environmental impacts associated with the construction and operation of roadways; and Principle 15: The City will increase the resilience of municipal public works. Efficient Service Delivery Principle 16: The City will build infrastructure with consideration for lifecycle costs and ease of maintenance and will meet or exceed applicable regulatory standards for their construction; and Principle 17: The project delivery system used to reconstruct and maintain municipal public works will be continually improved to deliver core public services while maintaining a standard level of customer service and minimizing non - project overhead cost. LIVING STREETS IMPLEMENTATION The City of Edina will develop Living Streets in the regular course of business of maintaining, expanding or redeveloping the road network and will be guided by the Vision and Principles established above. Implementation will happen predominantly though the neighborhood street reconstruction program, but also though specific stand -alone stormwater utility, pedestrian, bicycle or safety projects. Project prioritization is not specifically part of the Living Streets Plan. Prioritization of projects takes place in the City's Capital Improvement Program and Budget and is determined by the City Council with guidance from the Living Streets Vision and Principles. The City will actively promote and apply the Living Streets Policy and Plan by: • Applying the Living Streets Policy and Plan to all street projects including those involving operations, maintenance, new construction, reconstruction, retrofits, repaving, rehabilitation, or changes in the allocation of pavement space on an existing roadway. This also includes privately built roads, sidewalks, paths and trails. • Drawing on all sources of transportation funding and actively pursuing grants, cost sharing opportunities and other new or special funding sources as applicable. • Though all City departments supporting the vision and principles outlined in this Plan in their work. Edina Living Streets Plan — DRAFT (3/12/15) 2 -3 Living Streets Policy Aft , edina living streets our streets connect us all 4. CONTEXT AND PRIORITIZATION INTRODUCTION A variety of context either constrains or creates opportunity to provide or expand service. The following are context that will be considered and influence planning and design of Living Streets. This chapter explains and sets forth guidelines to; promote connectivity, better understand user demographics, protect or enhance key natural resources, plan and react to physical site constraints, cost effectively align funds to outcomes, and choose project scope to efficiently deliver service. CONNECTIVITY GUIDELINES Pedestrian, bicycle and automobile networks are described in Chapter 3. Often key traffic generators or destinations are sited along these networks. The following cases may warrant or require improvement, connections to a network, an enhanced aesthetic, improvements to signage, or enhanced or modified design to accommodate users. Regional Networks Connections to regional transportation networks are a vital component of Edina's Living Streets. It is important to ensure that both residents of and visitors to Edina have safe and comfortable access to and through the City and its environs. Living Streets elements will be incorporated where connections are made between Edina's transportation networks and regional networks such as: • County roads and state highways, • Metro Transit bus routes, • Southwest (Green Line) light rail transit, and • Regional trails (i.e. the Nine Mile Creek Regional Trail) Schools Living Streets will help make it safe and comfortable for students and their families to walk or bike to school in Edina. The infrastructure recommendations contained in Edina's Comprehensive Active Routes to School Plan have been incorporated into the Living Streets Plan and amended to the Comprehensive Plan. These improvements (e.g. increased sidewalks, bike facilities and bike parking) will help connect schools to the rest of the city, and vice versa. Parks Not unlike connections to and from schools, it is important to assure that Edina's parks are not only connected to its Living Streets but that they also reflect its principles in a seamless way. The City's Parks and Recreation Department is currently preparing a strategic plan, with a key component being connecting the City's parks to one another via bicycle and pedestrian facilities. In addition to pedestrian Edina Living Streets Plan — DRAFT (3112115) 4 -1 Context and Prioritization edina living streets our streets connect us all Minor Arterial For the purposes of the Living Streets Plan, Minor Arterials are any streets having a minor arterial functional classification as defined in the Comprehensive Plan. As Minor Arterials have fewer intersections, which is convenient for motor vehicles, the combination of higher speeds and longer distances between signalized crossings can make these streets difficult for pedestrians and bicyclists to cross. Thus, it is important to provide safe and accessible pedestrian and bicycle accommodations at intersections along Minor Arterials. The following Living Streets standards apply to Minor Arterials, with the exception of minor arterials under Hennepin County jurisdiction (the typical section below is ,a representative example of this street classification and is not meant to represent all possible configurations): • Street Width: Varies, depending on context and facilities incl • Travel Lanes: Two, three or four • Parking: None, one or both sides if the street, depending on context • Bicycle Facilities: Required • Sidewalks: Required on both sides of the street. See Pedestrian Facilities chapter for more information. Living Streets: Minor Arterial Classification Min 5' Min 5' 6' Bicycle 6' Bicycle Min 5' Min 5' Varies sidewalk boulevard lane 11' Driving lane 12' Turn lane 11' Driving lane lane boulevard sidewalk Varies "'Roadway width 0 60' Typical right of way QParking: None, one or both sides of the street, depending on context Q Roadway width may increase due to additional parking, driving and /or turn tones Edina Living Streets Plan — DRAFT (3/12/15) 3 -8 Network of Living Streets A _110,, edina U a living 10 streets our streets connect us all PEDESTRIAN NETWORK The goal of the City's pedestrian network is to provide safe movement for all ages and abilities, and to encourage active lifestyles. It should provide network continuity with broad geographic coverage and without notable gaps. Figure 3.2 below indicates locations of existing and future proposed pedestrian facilities. Refer to "Pedestrian Facilities" design guidelines in Chapter 6 for specific guidance regarding the application of these facilities. . rT fil ` � it .�l • -�''"� � Pop, kiln all M ■ ■�w� t'.�. ��!!� 1� 111 VIII N� IMEM P ,M.%'fli�.,i i in Figure 3.2. Pedestrian Facilities Network edina . living O streets our streets connect us all BICYCLE NETWORK Edina's Living Streets should provide safe, convenient and comfortable access for bicyclists throughout the City. Edina's network of Living Streets shall accommodate all types, levels, and ages of bicyclists. Figure 3.3 below indicates locations of existing and future proposed bicycle facilities. Refer to "Bicycle Facilities" design guidelines in Chapter 6 for specific guidance regarding the application of these facilities. a AIJm LJ: Pnk - �`r 100 �Mrl ur Ij wA 3 \lal.a.+. \r< y I1�rvmU IMaw:mLle v„ = Rrl q,.vn,'dn . u:wana wr slw I Jc 1'A kra:t C h' JIV Pv sv .Y t.df In 't�n..d: ci..o IA �� as r21'QVII % !! Yak / J lh•k<. / al Orewr 1.<lc 1 A •;rH,cnV• !v► C4fi4 IYCk.m.,..• , Pxk ,. ai Sr t#c., = r.h Pk K WJ r`S 1'ia,- Paewb �Gy 4 fall Mwl /aka • olnaAe !! Fx:c: Lry 2 Ibrk Fd i bwstu !! Pnl ro 4 a k PLL . • �/ rrrM Sett Ilk it q s`, ' Pal Ilk a` Pakb A 8 gag - nik c: u IJnMwvgk Pnl � \I!nnc..•p IM. Bicycle Facilities Bike Routes (signed and/or marked as) Advisory Bike Lanes Bike or Shared Use Paths gkc\w.,y, Bike Boulevards Green Shared Bike Lanes N Ec $a Bike Lanes Shared Lane Markings w +E Signed Bike Routes Approved Primary Route s ,�. Approved Secondary Route En9in —n9 Dept Figure 3.3. Bicycle Facilities Network 10 *11N edina r MA living l� streets our streets connect us all STORMWATER MANAGEMENT AND SUSTAINABLE INFRASTRUCTURE Stormwater Management A key understanding in the planning for living streets is to understand how its concepts overlap with existing city services and funding sources. The implementation of Living Streets practices has the potential to enhance two core services of the stormwater utility, flood protection and clean water, by retaining water on the landscape and filtering runoff. Living streets stormwater practices are sometimes broadly named "Low Impact Development" (or LID) practices, and also referred to as "Green Infrastructure (GI)." These living streets practices have the potential to increase the sustainability of urban infrastructure while providing multiple benefits such a beautiful streetscape, flourishing trees, benefit air quality, preservation or enhancement of natural areas. The planning and prioritization of flood protection and clean water service levels takes place in Comprehensive Water Resources Management Plan (CWRMP) dated December 201 1 by Barr Engineering. Road networks can overlap a variety of watershed and subwatersheds along a single project. The design goals for any project will vary based on these local conditions. Sustainability While LID practices focus on primarily on flood protection and clean water services, LID and GI practices provide multiple benefits and can improve quality of life and public health. These practices are over and above regulatory standards and typical street reconstruction standards of practice. Sustainability goals for the City of Edina are described in Comprehensive Plan Chapter 10. These considerations are not core services and do not come with funding sources to implement, but often the choices made in the planning and development of a street reconstruction projects can affect the overall environmental impact of the project, and neighborhood for the life of the infrastructure. Rather than create a management framework from scratch, the City should rely on a process of continuous improvement of operations by utilizing Envision ratings from the Institute for Sustainable Infrastructure and engagement of citizen volunteers on the Energy and Environment Commission. Edina Living Streets Plan — DRAFT (3112115) 3-11 Network of Living Streets edina living streets our streets connect us all • By acting as an advocate for Living Streets principles when a local transportation or land use decision is under the jurisdiction of another agency. Projects that implement Living Streets will be guided by pedestrian and cyclist network plans and roadway classifications and will consider the physical, social, ecologic, regulatory and economic context in a given project area. The project delivery system used to build Living Streets will: • Proactively and systematically engage City of Edina residents and project stakeholders to better inform project -level recommendations. • Proactively inform City of Edina residents and project stakeholders about Living Streets and the range of services they help provide. Follow minimum design requirements and standards. Manage construction impacts. Network The creation of a network of road, pedestrian and bicycle facilities provides mobility, accessibility, and access to people, places and spaces. The resulting interconnection of neighborhoods links people to goods and services and to one another, and increases quality of life for those who live in, work in, or visit the City. Existing and planned transportation networks are memorialized in the City of Edina Comprehensive Plan and other approved /adopted plans. Network plans include: • Roadway Network (Functional Classification, Jurisdictional Classification) • Sidewalk Facilities • Bicycle Facilities (Comprehensive Bicycle Transportation Plan) • Active Routes to School Comprehensive Plan • Transit Service Network plans are approved by the City Council and modification (in most cases) requires an amendment of the Comprehensive Plan. The expansion, creation and improvement of pedestrian and bicycle networks will be well - planned and prioritized: ;rovide Expansion of existing networks and connection to key traffic generators or destinations immediate benefit to all network users and is a top priority. • Connections serving vulnerable users such as children, the elderly and the disabled are a top priority. ;ublic Connections serving high volume uses such as schools, retail destinations or regional transit are a top priority. Edina Living Streets Plan — DRAFT (3/12/15) 2 -4 Living Streets Policy ili edina ��M living streets our streets connect us all and bicycle facilities, Living Streets elements such as traffic calming, landscaping, stormwater management and wayfinding can all help integrate park space with Living Streets. Private Development The Living Streets Policy states that "the City will actively promote and apply the Living Streets Policy and Plan... to all street projects including those involving operations, maintenance, new construction, reconstruction, retrofits, repaving, rehabilitation, or changes in the allocation of pavement space on an existing roadway. This also includes privately built roads, sidewalks, paths and trails." It is important to be consistent in the application of Living Streets elements in both the public realm and private development so that all residents and stakeholders in Edina benefit from Living Streets equally. DEMOGRAPHICS AND NEIGHBORHOOD In addition to the wide variety of users who access the City's transportation networks (automobile, bicyclist, and pedestrian counts may reveal a prevalent user type), other factors may warrant a modification of design to serve a vulnerable user group. Demographic and neighborhood contextual factors include the presence of children and schools, the elderly and disabled, community assets (e.g. parks and public facilities) and neighborhood character and aesthetic. Children and Schools Edina has six elementary schools, two middle schools and one high school. In addition, there are four private schools located in the city. Inherently, there will be more children at and near these locations, arriving by bus, car, bicycle or on foot. Children are among the most vulnerable users of our streets and Living Streets design elements must reflect this. Elderly and Disabled Also vulnerable users of our roadways, the elderly and disabled must also be considered when designing streets. Edina has the highest percentage of residents over the age of 65 in Hennepin County, and many of these residents reside in housing concentrated in the Southdale area and other parts of the city. Likewise, disabled residents and visitors to the city also require special accommodations so as not to impede their ability to travel through Edina. Community Assets, Parks and Places For the reasons stated above, streets and open spaces around the City's public parks and buildings also shall incorporate Living Streets elements as appropriate to accommodate children, the elderly, disabled and all other users of Edina's facilities. The City's cherished community assets should be available and accessible for all. Neighborhood Character and Aesthetic In addition to demographics and public facilities, special design consideration should be given when designing streets in any of the City's 45 distinct neighborhoods. A key principle of Living Streets is that residents should be proud of their streets, and the streets whenever possible should reflect the neighborhoods that they serve. Edina Living Streets Plan — DRAFT (3/12/15) 4 -2 Context and Prioritization IA edina living streets our streets connect us all NATURAL RESOURCES Natural resources provide either an opportunity for recreation and enjoyment and a potentially constrain the alignment or widths of transportation infrastructure. Urban forested and natural areas, boulevard trees, lakes, streams and wetlands will all be considered during the development of Living Streets. Urban Forest Urban street trees provide valuable shading and energy efficiency, neighborhood aesthetic benefit, can provide traffic calming affects, and can mitigate traffic noise and benefit local air quality. Urban recreation trails such as those in Braemar Park, Rosland Park, Pamela Park, Bredesen Park, provide additional park destinations were pedestrian travel and leisure intentionally encounter and weave through the urban forest. Lakes and Streams Urban lakes and streams provide habitat for a variety of native terrestrial and aquatic vegetation and also serve as home or refuge for a variety of wildlife including insects, birds, fish, and amphibian. Protection of lakes and streams by promoting pollution reduction and clean water goals increase these habitat and wildlife benefits. Urban lakes and streams also provide valuable water storage and infiltration that promote aquifer recharge, and storage and conveyance of flood waters that promote flood protection services. The Urban landscape is highly connected to water bodies though modern drainage networks that often follow and drain roadways. Recreational trails use pond and lake corridors and can be a destination themselves for pedestrian and leisure. Living Streets will be constrained or enhance by urban lakes and streams. The City of Edina stormwater utility provides two services to the public, flood protection and clean water. Stormwater management priorities are described in the City of Edina Comprehensive Water Resources Management Plan (December 201 1). Performance measurements for flood protection include peak rate measured in cubic feet per second and runoff volume measured in acre -feet, and for clean water include removal of sediment measured in tons and phosphorus measured in pounds. Service Performance Measure Service Flood Protection Peak rate control in cubic feet cfs persecond Flood Protection Flood volume control in acre ac -ft feet volume Clean Water Phosphorus pollutant removal in lb (phosphorus) pounds Edina Living Streets Plan — DRAFT (3/12/15) 4 -3 Context and Prioritization Clean Water Gross and fine solids removal in tons edina living N10 streets our streets connect us all tons (sediment) In general, living streets will reduce runoff of water and pollutants by reducing impervious surface, including structural water treatment practices, and using design practices that are sensitive to pollutant flows through the urban environment and that are resilient to flood waters. Living Streets will exceed minimum regulatory standards and use engineering review and cost benefit comparison to maximize clean water and flood protection benefits, but will be constrained by the available budget. The most effective selection will vary by priority watershed, and practice, and the placement of individual practices. For structural practices, generally larger systems treating larger watershed areas provide better cost effectiveness. The following is a list of practices to consider and their relative cost effectiveness. Low Impact Development Practices Flood Clean Relative Cost Protection Water Effectiveness Impervious cover reduction High Medium Very High / Savings Soil / Turf / Trees Medium Low High Bio- retention / Rain Gardens Medium Medium Medium Pervious Pavements Medium Medium Very Low Underground Sediment/ Infiltration Low Medium Low Swales, filters / other Low Medium Medium Natural area creation, protection, High High Very High / Savings restoration Regional ponds and wetlands High Medium Medium Pollution prevention Low High Very High The demand for flood protection and clean water services that support core city services of sanitation and public safety far outstrip available resources. Sometimes the goals of drainage, flood protection and clean water can be counter to one another, and other natural resource and sustainability goals. The public demand for drainage service is strong and the redevelopment of private property can impact public flood and water quality service. Making this series of tradeoffs in a transparent and productive way is a generational challenge. The continual improvement of the state of the practice for building Living Streets to provide these services in an increasingly cost effective manner will require designers and neighborhoods to make partnerships where they can, and take opportunities where they are found. SITE CONSTRAINTS AND FUNCTION Edina Living Streets Plan — DRAFT (3/12/15) 4 -4 Context and Prioritization edina living streets our streets connect us all Various issues limit physical space, traffic speed, and infrastructure geometry. The right of way will be managed to reduce these constraints, but when they occur designers are often left with a choice of an unusual expense or a constrained facility design that affects service level. The following are examples of constraints and guidance for their consideration in the development of Living Streets. Safety Historic traffic safety complaints or a record of vehicle crashes could reveal a perception of or actual safety issue. Safety will be a high priority and can be achieved through a variety of design tools each with varying cost and certainty. • Realignment of intersections and horizontal and vertical curvature of roadway can be expensive but lasting improvement. • Sight line issues can be corrected by reshaping of land, removal of trees or vegetation and other non - structural improvements. • Confusing intersections or traffic movements can be abated with standardized signage or striping. • Traffic calming measures can be implemented and have been described elsewhere in this plan. These measures include: reducing street area, constructing roundabouts or traffic circles, narrowing intersections, adding pedestrian refuges, planting boulevard trees, among others. Traffic Volume Traffic volume, intersection density and traffic flow issues can influence design. Roadway functional classifications, and living street classifications and standardized markings will be used to guide design. Traffic, pedestrian, and bicycle counts can inform' transportation modeling of potential alternatives for intersection design. Signal timing and emergency vehicle'' preemptions' enhance or limit traffic flow and volume. Traffic variety, vehicle type and land 1 use will vary. Industrial and commercial areas with high truck traffic, delivery truck turning, queuing loading and unloading can often be accommodated or limited by site design. Physical Narrow right of way, atypical intersection geometry, steep slopes, and other physical constraints can limit design options and provide opportunity for unique design that highlight neighborhood character. Regulatory / Increasing Agency' Requirements Wetlands, waters of the state,' watershed permitting, public project partners, municipal state aid and county roads, transit planning, contaminated soils, and many other design level issues can cause constraints on design. These issues are generally foreseen in project planning, but can occur suddenly if addressed or uncovered late in design or during construction. Examples of regulatory and agency context include: • Agencies that regulate streets, storm sewers, and other municipal infrastructure are: Minnesota Pollution Control Agency (MPCA), Minnesota Department of Health (MDH), Minnesota Department of Natural Resources (DNR), Minnesota Department of Transportation (MnDOT), Edina Living Streets Plan — DRAFT (3/12/15) 4 -5 Context and Prioritization A IN edina kw i living 0 streets our streets connect us all Hennepin County, Mine Mile Creek Watershed District (NMCWD), Minnehaha Creek Watershed District (MCWD), and Metropolitan Council Environmental Services (MCES). • Municipal State Aid streets must meet specific design criteria dictating pavement thickness, lane width, grade, curvature and slope, and others, or apply to MnDOT office of state aid for design specific variances to these standards. • As a result of meeting increasing clean water and flood protection services, Metro -wide, storm sewer permitting costs were predicted to increase more than 30 %. These regulations, and others, will require the City to do business differently to both meet mandates and protect our environment for future generations. With an intentional public and stakeholder engagement process, and forward looking environmental planning, the development of Living Streets can turn some of these regulatory hurdles into opportunities. With early review and planning (sometimes 2 -3 years ahead of a project,) project stakeholders can sometimes become project partners and assist and inspire design and funding. The ability to find and exploit these opportunities will vary, but identifying and improving planning and project scope and design process to be on the lookout for these opportunities is recommended. Utilities Roads, trails and bike lanes share public right of way with public utilities including storm, sanitary, water main and private utilities such as electric, gas, communications. This subset of physical constraints is worth noting, because they can bring additional costs or service level tradeoffs to those infrastructure systems. COST AND FUNDING SOURCES The creation of roadway, bicycle lanes, trails, sidewalk, and the associated stormwater drainage networks rely on a variety of funding sources, each supporting core service demands system wide. The prioritization, project scope decision making, and management of transportation and utility services can be inspired by opportunities presented by Living Streets, and the development of Living Streets will be constrained by these funding decisions. Some funding sources like MN Chapter 429 Special Assessments and Municipal State Aid have minimum requirements that constrain design. Funding Sources Chapter 429 Special Assessments Special assessments are a charge imposed on properties for a particular improvement that benefits the owners of those selected properties. The authority to use special assessments originates in the state constitution which allows the state legislature to give cities and other governmental units the authority "to levy and collect assessments for local improvements upon property benefited thereby." The legislature confers that authority to cities in Minnesota State Statutes Chapter 429. An example of when the City may use special assessments is a street reconstruction project, where adjacent properties pay for all or a portion of the construction costs. Such improvements may include Living Streets elements as described in this Plan. Edina Living Streets Plan — DRAFT (3/12/15) 4 -6 Context and Prioritization A,M edina %a*living streets our streets connect us all Pedestrian and Cyclist Safety (PACS) Fund The PACS fund was approved by City Council to fund projects that make the community more walkable and bikeable, including improvements supported by City Plans, and especially the Living Streets Plan. Revenue for the PACS Fund is generated by a franchise fee ordinance on customers of Xcel Energy and CenterPoint Energy. The revenue in the PACS fund will be used exclusively for specific improvements to and maintenance of the City's non - motorized transportation network. As such, the majority of Living Streets elements proposed by this Plan may be funded at least in part by the PACS Fund. The non - motorized transportation network includes sidewalks, trails, and other bicyclist - related facilities. Other possible costs the PACS fund would pay for include maintenance of current sidewalks, signage, lighting, pedestrian crossing signals and street striping. Utility Funding To the extent that implementation of Living Streets concepts coincides with stormwater management goals, and overlaps with identified watershed priorities, funding from the City of Edina stormwater utility is available for public improvement. Some water friendly techniques, and the specific location and efficiency of any technique will vary based on design, and location in the watershed. Grants In order to offset the costs of infrastructure improvements, the City often applies for grants from other agencies to pay for all or a portion of a project. Such projects include street reconstruction, installation of non - motorized transportation infrastructure, stormwater improvements and the like. Agencies such as Hennepin County, MnDOT, watershed districts and others offer such grants to cities; reaching out to partners and applying for these funds will help Edina implement the Living Streets Plan. Cost Drivers Understanding the variety of cost drivers can provide opportunity or constrain Living Streets implementation. Capital and Maintenance Maintenance funding sources and funding for new capital improvements often compete for the same pool of funding, and after initial construction of an individual asset there is often a period of years or decades where maintenance costs are low. Being able to reliably predict and fund maintenance to avoid deferring these costs to the point where services suffer is a challenge. Ours is an aging first ring suburb, where the major cohort of development from the 1950's and 60's is coming due for major repair or replacement now and in the coming decades. The rate of reconstruction provides both opportunity for and constraint to the implementation of Living Streets. Unique Site Conditions Occasionally unique site conditions will constrain the development of Living Streets. Known conditions such as steep slopes, existing retaining walls, and other grade issues can be cost prohibitive to development. Soil conditions are a significant costs driver to road and trail construction. The cost Edina Living Streets Plan — DRAFT (3/12/15) 4 -7 Context and Prioritization edina N MW AM living streets our streets connect us all difference of development on suitable structural soils and structurally unsuitable peat or expansive clay soils can be large. While soil borings are common in the study of project feasibility and are considered in the project scope decision, unknown soil conditions, contamination of soils and buried solid waste have occurred as late as the construction phase of a project. Utilities The context of overlapping project scopes between utility and transportation projects can provide constraint or opportunity to the implementation of Living Streets. The City renews its aging infrastructure though annual Neighborhood Street Reconstruction projects that bundle roadway and utility improvements. The extent of either improvement depends on need. Where utilities are oldest and in need of more extensive repair, individual utility services are dug up, thus disturbing road base and curb lines. When this disturbance is extensive, whole new curb and road base are planned, and the opportunity arises to narrow and realign streets. Where utilities are new, a street reconstruction can take advantage of existing road base and curb without the need to disturb utilities with useful life remaining. Public and private utilities can also constrain the alignment or raise the costs of a project. The need to impact electrical, communications or other infrastructure could be cost prohibitive. PROJECT TYPES The level of implementation will vary by project type, based on the opportunity presented to cost effectively implement Living Streets. As City policy, the Living Streets Plan will be applied to all street projects including those involving operations, maintenance, new construction, reconstruction, retrofits, repaving, rehabilitation, or changes in the allocation of pavement space on an existing roadway. Annual Residential Roadway Reconstruction These involve the reconstruction of (typically) residential neighborhood roadways and provide an opportunity to plan Living Streets in a more holistic way. This project type often includes pedestrian and /or bicycle improvements. When the project is associated with major repair and replacement of utility infrastructure and curb alignments are substantially impacted, even more opportunity exists. Municipal State Aid These projects involve the reconstruction or rehabilitation of state aid roadways in the city. State aid roads typically carry more vehicular traffic than local roads and are at least partially funded by state aid funds. Again, this project type often includes pedestrian and /or bicycle improvements. Private Development This also includes privately built roads, sidewalks, paths and trails. In addition, the City will also strongly advocate for the incorporation of Living Streets elements into street and infrastructure projects undertaken in the City by other agencies (e.g. Hennepin County, MnDOT, watershed districts, etc.). Private development will be required to incorporate Living Streets principles as a condition of project approval. Edina Living Streets Plan — DRAFT (3/12/15) 4 -8 Context and Prioritization edina living streets our streets connect us all Stand -Alone Pedestrian and Cyclist Safety (PACS) Fund Projects These projects (see Funding Sources above for a summary of project types) typically involve the construction or maintenance of sidewalks, trails, pedestrian crossings and bicycle facilities. They are constructed as stand -alone projects, without associated road construction or reconstruction. Major Maintenance Major maintenance, repaving, rehabilitation projects will provide opportunity to change pavement markings, lane alignment and the overall allocation of pavement space on an existing roadway. Stand -Alone Utility Fund Projects These projects are constructed as stand -alone projects, without associated road construction or reconstruction. This category of project may present limited opportunity to implement elements of Living Streets if they involve the impact to curb lines, sidewalks, trails; pedestrian crossings pavement markings, or bicycle facilities. Edina Living Streets Plan — DRAFT (3/12/15) 4 -9 Context and Prioritization 5. COMMUNITY ENGAGEMENT Urban infrastructure such as roads, bridges, sidewalks, trails and utilities provide functional core public services that also contribute to a sense of place that community members can depend on and identify with. While necessary to renew an aging infrastructure, a project that proposes changes to this sense of place can be very personal to residents and infrastructure users. Additionally, the renewal of aging infrastructure presents opportunities to inform, reassess, and celebrate individual and public perceptions and renew our commitment in the place we live. The development of Living Streets will involve the community to inform decisions on this change. A variety of people will interact during the course of a construction project. If you live on or near a street, use a street to walk, bike or drive, manage construction, operate public or private utilities, or own a business that relies on a street, you hold a stake in the function and service a street delivers. You are a stakeholder. During the course of a project, project teams will attempt to identify, reach out to and engage these stakeholders. The City will provide a forum to inform, take public input from and involve the public in the development of Living Streets. While the level of engagement may vary by stakeholder, project, or topic, a public and transparent forum should explore issues of private and public, cost and benefit, opportunity and risk, and context and design. This chapter describes the purpose and process of engagement and provides guidance to the public and project teams. PURPOSE OF ENGAGEMENT The previous chapter describes the context that provides opportunity or constrains a project. While some project context is fixed by regulatory requirements or physical constraints — and the project teams traditionally define some of the context with soil borings, site survey, cost estimation, traffic data, and standard design — the opportunity space of a project cannot be defined without the help of the public. Benefits of engagement : • Effective community engagement is critical to increase the livability of the public realm and to support active transportation. Project success is often judged by the perceptions of affected parties; the project team's understanding and response to local conditions can build support for the work, and lead custom solutions to unique or previously undefined problems. • When people most affected by a project are involved from the beginning of the planning and design process, the likelihood of unexpected conditions, undefined problems, or project opposition during construction is reduced. As a public agency, the City of Edina plans, designs and implements projects to maintain and expand the public infrastructure that provides core public services. These projects are funded using funds collected from public tax dollars, public utility ratepayer and /or special assessments to benefitting properties, and utility franchise fees. Projects and the underlying public infrastructure systems provide a variety of public goods but also have externalities. Edina Living Streets Plan — DRAFT (3/12/15) 5 -1 Resident Engagement The public has a right to know how and what services are provided by the City of Edina to make an assessment of costs and benefit, opportunity and risk in order to better define context and influence design. • An informed and engaged public can influence project recommendations to increase public benefit and reduce risk. Project Stakeholder Engagement Members of the public have an interest in understanding and providing input for public projects, and project recommendations will be developed with a transparent and defined level of public engagement. The public will have access to the decision process and decision makers and will be provided the opportunity to give input throughout the process and project reports will discuss how their input helped to influence recommendations and decisions. During the development of project recommendations the City of Edina will: • Clearly define the scope of the project and the engagement process that will take place; • Communicate the latitude afforded to the stakeholder to influence the project recommendations; • Proactively share data that support preliminary recommendations; • Invite the public to the process as early as possible and conduct open and public forum(s) that welcomes conversation and builds trust; • Encourage a wide diversity of stakeholder communication over multiple channels of communication /media; • Set a civil tone and encourage communication among neighbors to build the capacity of neighborhoods to work together to define and solve problems; and • Keep records of public input and summarize issues and consideration in project recommendations. COMMUNICATION AND OUTREACH: STREET RECONSTRUCTION PROCESS The City of Edina has established a program for communication and outreach as part of its annual street reconstruction process. Engagement about Living Streets will become a part of this program.. The following is a typical timeline for resident engagement for roadway reconstruction projects. • August: Kick -off Informational Letter to residents (for preceding two years construction) • Mid - September: Open House (for preceding two years construction) • May /June: Resident Feedback Requested by Questionnaire • July /August: Neighborhood Informational Meeting • December: Feasibility Report/Public Hearing • January — March: Plan preparation /bidding Edina Living Streets Plan — DRAFT (3/12/15) 5 -2 Resident Engagement • April /May: Construction starts • October /November: Construction finishes • Following Spring: Warranty work • Following Summer /Fall: Final Assessment Hearing OPPORTUNITIES FOR PUBLIC ENGAGEMENT In addition to the street reconstruction process, there are many opportunities for those who live, work and play in Edina to provide input and to stay engaged before, during and after the design and construction of Living Streets. The formal and informal engagement opportunities listed below allow for a variety of avenues for input including large and small groups, in- person, written (both on paper and electronic) and on -line communications. Pre - Council Decision / Planning and Design Phase Neighborhood Street Reconstruction Open Houses. These meetings typically begin with a brief presentation by City staff, followed by question -and answers from participants (both in a large group and informal, one -on -one settings). Participants are asked to sign in and fill out comment cards. Neighborhood Informational Meetings. These meetings are very similar to Neighborhood Street Reconstruction Open Houses, but often focus on a smaller project or geographic area and have more specific details about the project. Council Decision / Public Hearing City Council Public Hearing. This is when the Engineering Report for a vehicular, pedestrian or bicycle project is presented to City Council for their approval. Staff will often give a presentation to Council, followed by public testimony. This is the only opportunity for members of the public to testify to the City Council about the project that is being considered. Each person has three minutes to testify. Although this is the only opportunity for public comment, input is welcomed by the City Council prior to the Public Hearing by other means such as e-mail, letter, or phone conversations. Post - Council Decision / Construction Phase Engineering technician. During construction of any infrastructure project, a City engineering technician(s) will be on -site to answer specific resident questions pertaining to the construction project. Engineering technician's primary role is to listen to specific concerns from residents and determine an appropriate course of action to address them. The course of action may be dictated by project constraints discussed earlier and the staff level required to approve a course of action. Other Public Input The following are opportunities for more general input, or to submit specific questions or inquiries at any time throughout the year. • Public input during Comprehensive Planning process • "Community Comment" during City Council and Board /Commission meetings Edina Living Streets Plan — DRAFT (3/12/15) 5 -3 Resident Engagement • "Speak Up, Edina!" online discussion forums • Biannual Quality of Life Survey • Contact City staff and officials directly • Petitions Edina Living Streets Plan — DRAFT (3/12/15) 5 -4 Resident Engagement A06k edina r living %W* streets our streets connect us all 6. DESIGN GUIDELINES INTRODUCTION A network (Chapter 3) of Living Streets is built one project at a time, and each project will be defined by its transportation infrastructure role and place within context (Chapter 4) unique to its site, neighborhood and users. A project will integrate stakeholder and community engagement (Chapter 5) with a collaborative process to help determine its context. These details inform the design process. The design (Chapter 6) of Living Streets will include minimum standards depending on network and classification and will ultimately be the recommendation of the City Engineer; however, design concepts can also be a part of the community engagement process. A Living Streets design is made up of individual elements; this chapter will discuss the many design elements that can make up a Living Street. Refer to Table 3.1 for a summary of how each element below is applied to each Living Street classification. Figure 6.1 below indicates minimum widths for pedestrian facilities and roadway lanes. Street Type Boulevard Turn Lane Travel Lane Parking Lane Local Street 5' 5' Local streets are one to two travel lanes, with parking on one or both sides, and do not have pavement markings. Local Connector 5' 5' Local connectors are one to two travel lanes, with parking on one or both sides, and do not have pavement markings. Collector Street 5' 5' 12' 111 5' 8' Minor Arterial 5' 5' 12' 111 6' 8' Notes Travel Lanes 6 On local and connector streets with parking on one side of the street and without shared -lane bicycle pavement markings, the overall minimum pavement width shall be 24 feet. • On streets without sidewalks, total pavement width shall be 27 feet to accommodate pedestrians walking on the street. Bicycle Lanes • The preferred width for bicycle lanes is 6 feet in areas with high volumes of bicyclists and in areas of high parking turnover. • Bicycle lanes 4 feet in width may be considreed on local or connector streets when not adjacent to on- street parking or at constrained intersections. Parking Lanes • Decisions regarding parking lane width when adjacent to bicycle lanes should consider parking turnover rates and volumes of heavy vehicles. Sidewalk • On collector and minor arterial Street Types, or where pedestrians are likely to travel in groups, wider sidewalks (8 to 12 feet) may be recommended. Boulevard • Boulevard width may vary depending on right -of -way or topographical constraints. o In shopping districts characterized by zero -lot lines, street furniture and /or on- street parking, the boulevard may be narrowed or eliminated to accommodate a wider sidewalk. a Stormwater best management practices (e.g. rain gardens, street trees) will be located in the boulevard where deemed appropriate. Figure 6.1. Minimum widths for pedestrian facilities and roadway lanes !M edina [► *� living C$ streets our streets connect us all VEHICULAR FACILITIES Driving Lanes Driving lanes provide travel space for all motorized and non - motorized vehicles. It is recommended that lane widths be minimized to reduce impervious surface and construction and maintenance costs. Reduced lane widths encourage slower motor vehicle speeds, thereby calming traffic, and also free up space that can then be devoted to dedicated bike lanes or other purposes. Where curb and gutter exist, lane widths are measured to the curb face instead of the edge of the gutter pan or pavement. Wirlth Lane width is determined by context; however, unnecessarily wide lanes should be avoided unless County or State regulations dictate otherwise (e.g. I I travel -lane widths are recommended for Collector Streets). Where dedicated pedestrian and /or pedestrian facilities are not provided, the outside travel lane may be widened to accommodate non - motorized roadway users. Parking Lanes On- street parking can be important in the built environment to provide parking for residents and their guests, as a buffer for pedestrians using a sidewalk when no boulevard exists, to help calm traffic speeds, and for the success of adjacent retail businesses. The need for on- street parking shall be evaluated with each project. The evaluation shall consider: • Living Street functional classification • Adjacent land uses • Parking demand (on- street parking that is not used results in unnecessarily wide streets, potentially increasing motor Figure 6.2. Wooddale Avenue parking lane vehicle speeds) • Competing uses for road or right -of -way space • Construction and maintenance costs The construction of unnecessary parking should be avoided, with parking prioritized below all travel modes when designing a street. Where possible, on- street parking should be inset and coordinated with the use of curb extensions. Placement Parking is permitted on one or both sides of local and local connector streets. When a street is reconstructed, parking should be limited to one side of the street and pavement width reduced accordingly (or converted for non - motorized vehicle use). Parking should be provided along one side of collector and minor arterial streets unless prohibited. On- street parking may be considered along both sides of these streets, depending upon context. Edina Living Streets Plan — DRAFT (3/12/15) 6 -2 Design Guidelines edina living streets our streets connect us all Width On- street parking lanes shall be no less than 7 feet wide; unnecessarily wide parking lanes (i.e. greater than 8 feet) should be avoided. On streets where traffic levels or speed limits are higher than 30 mph (e.g. on some collectors and minor arterials), parking lane width may be increased to eight feet. Pavement Markings and Signage Pavement markings and signage are necessary and integral components of roadways. They work together to indicate to users safety and regulatory requirements as well as to provide advisory guidance or wayfinding. Pavement markings and signage will play a key role in Living Streets as well; however, attention will be paid to the resulting aesthetics of these elements without sacrificing safety or convenience. For example, roadways classified as Local Streets will typically not have pavement markings due to their setting and low motor vehicle traffic levels. Additionally, while engineering requirements have to be met, street signs will be kept to a minimum in residential areas (e.g. No Parking signs on Local Streets can be spaced at the maximum allowable sight and regulatory guidelines distance). PEDESTRIAN FACILITIES Refer to the Pedestrian Facilities Network map (Figure 3.2) for locations of sidewalks, park pathways and signalized pedestrian crossings. Sidewalks and other pedestrian facilities shall conform to requirements of the Americans with Disabilities Act (ADA). Sidewalks Sidewalks should provide a comfortable space for pedestrians between the roadway and adjacent land uses. Sidewalks are the most important component of pedestrian mobility. They provide opportunities for active living and access to destinations and critical connections between multiple modes of travel, as users of motor vehicles, transit and bicycles all must walk at some time during their trip. Sidewalks are required where (see Table 3.1 for further information): A street abuts or is in the vicinity of a public school, public building, community playfield, or neighborhood park. Termini to be determined by context. • On both sides of minor arterial streets. • On one or both sides of collector streets. Figure 6.3. Sidewalk in the Country Club neighborhood Edina Living Streets Plan — DRAFT (3/12/15) 6 -3 Design Guidelines edina living streets our streets connect us all • On one side of local connectors, or both sides as determined by context (see below). • As required by zoning code or condition of plan approval. Context Criteria The following context criteria may be used when determining whether an optional sidewalk should be required. The criteria may be applied in any combination, using engineering judgment. An optional sidewalk may be required when: • Average daily traffic is greater than 500 vehicles. • 85th percentile speed is greater than 30 mph. • There is a history of crashes involving pedestrians walking along the roadway. • Transit stop(s) are present. • The street is identified as an active (safe) route to school, park, or commercial destination. • A sidewalk would create a logical connection between destinations. • Site lines, roadway geometry, or insufficient lighting makes it difficult for motorists to see pedestrians walking along the roadway. • The street width is less than 27 feet. Width Sidewalks shall be a minimum of 5 feet.wide to provide adequate space for two pedestrians to comfortably pass side -by -side. Wider sidewalks (8 to 12 feet) are recommended where pedestrians are likely to travel in groups, such as near schools and in shopping districts, or where adjacent to transit stops. Boulevard �_ A standard minimum 5 -foot boulevard (the space between the I sidewalk and the curb or edge of, . pavement) shall be provided whenever possible to increase pedestrian safety and comfort, as well as providing space for snow storage (Figure 6.4). Minimum planted boulevard widths may be two feet (see following paragraph). In shopping districts characterized by zero -lot lines, street furniture and /or on- street parking, sidewalks may be wider with no boulevard. Additionally, a shallower boulevard or curbside sidewalk may be constructed when the cost of constructing a five -foot boulevard would be excessively disproportionate due to existing right - of -way or topographical constraints. Curbside Figure 6.4. 5 -foot sidewalk with planted boulevard Edina Living Streets Plan — DRAFT (3/12/15) 6 -4 Design Guidelines edina IIEW living streets our streets connect us all sidewalks shall have a minimum width of 6 feet unobstructed for travel (5 feet clear of sign posts, traffic signals, utility poles, etc., plus one foot for snow storage /clearing operations). Pedestrian Crossings The safety of all street users, particularly more vulnerable groups such as children, the elderly and those with disabilities must be considered when designing a street. This is particularly pronounced at potential conflict points where pedestrians must cross streets. Both real and perceived safety must be considered when designing crosswalks — pedestrian crossings must be comfortable. A safe crossing that no one uses serves no purpose. Refer to Edina's Traffic Safety Committee and the Minnesota Manual on Uniform Traffic Control Devices (MNMUTCD) for local traffic control policies regarding marked pedestrian crosswalks. Marked Crosswalks Marked crosswalks are commonly used at intersections and sometimes at mid -block locations, and are often the first tool used to address pedestrian crossing safety issues. By state law every intersection has crosswalks, whether marked or unmarked, and motorists are required to yield to pedestrians in these crosswalks (unless pedestrian crossing is prohibited). Marked crosswalks alert drivers to expect crossing pedestrians and direct pedestrians to desired crossing locations; however, marking crosswalks at every intersection is not necessary or desirable. The City of Edina has standards for types or styles of marked crosswalks (see Figure 6.5). The type of marked crosswalk shall be determined by context and the following general principles: City -wide standard (Continental) crosswalk: 36 -inch wide x 72 -inch long painted blocks, spaced at 36 -inch intervals Edina Living Streets Plan — DRAFT (3/12/15) Design Guidelines Figure 6.5. Edina marked crosswalks standards Figure 6.6. Crossing island Figure 6.7. Curb extension with crosswalk Pk edina 4� living streets our streets connect us all e School zone standard (Ladder): Same as Continental (above), with 8 -inch lateral painted lines Specialty crosswalks: May include brick inlay crosswalks (such as in the Countryside Neighborhood), colored concrete crosswalks (50th & France district) or existing patterned Duratherm crosswalks Crossing Islands and Curb Extensions Raised islands /medians and curb extensions are effective measures for improving street crossings. These tools reduce the distance and complexity of crossing wide streets with traffic coming from two opposing directions at once. They can also slow vehicle traffic (see Traffic Calming, below). With the use of crossing islands (sometimes referred to as a "median refuge ") conflicts occur in only one direction at a time (Figure 6.6). Curb extensions (Figure 6.7) shorten crossing distance, reduce time it takes for a pedestrian to cross a street and their exposure to moving vehicles, and can increase pedestrian visibility. See Table 6.2 for recommended applications of crossing islands /median and curb extensions at pedestrian crossings. Activated Mounted Flashers In addition to crossing islands and curb extensions, there are other measures to enhance and improve marked crosswalks. Enhanced crossing measures that may be applied in Edina include pedestrian- activated pedestal and overhead mounted flashers (Figure 6.8). While these techniques are typically applied at mid -block crossings to warn drivers that pedestrians may be present, they can also be used at crosswalks at uncontrolled intersections. If activated mounted flashers are used (including Rectangular Rapid Flashing Beacons, or RRFBs), they should be placed in conjunction with signs and crosswalks. An engineering study may be conducted to determine if a crossing may benefit from pedestrian- activated mounted flashers. Refer to the City's Local traffic control policies for further information. Street Furniture and Public Art Living Streets are designed to be inviting, pleasing places. It is strongly encouraged to incorporate appealing street furniture, landscaping and public art that reflects the neighborhood's uniqueness into Living Streets projects. This is especially encouraged in commercial areas, near parks and other public spaces, where more activity is likely to be present and where funding for these amenities Figure 6.8. Crossing with activated mounted flashers (Rectangular Rapid Flashing Beacons) Figure 6.9. Street furniture and public art at 50`h & France Edina Living Streets Plan — DRAFT (3/12/15) 6 -6 Design Guidelines edina living streets our streets connect us all may be easier to obtain (Figure 6.9). Street furniture such as benches, bus shelters, trash receptacles, etc. not only provides the opportunity for a neighborhood to express its identity, but also for pedestrians to rest or otherwise site and enjoy their surroundings. Street furniture and public art should be interesting for pedestrians, provide a secure environment, should be well lit, and have adequate sightlines. BICYCLE FACILITIES The Living Streets Policy and Plan indicates that bicyclists — just like motorists and pedestrians — should have safe, convenient, and comfortable access to all destinations in the City. Indeed, every street (excepting principal arterials) is a bicycle street, regardless of bikeway designation. Edina's network of Living Streets shall accommodate all types, levels, and ages of bicyclists. Bicycle facilities should take into account vehicle speeds and volumes, with shared use on low volume, low -speed road and separation on higher volume, higher -speed roads. Figure 6.10. Bike lane on Tracy Avenue Refer to the Bicycle Facilities Network map (Figure 3.3) for locations of planned bicycle facilities. Types and Placement Table 3.1 indicates on which street classifications bicycle facilities (shared or separated) shall be located /considered. The City of Edina Comprehensive Bicycle Transportation Plan shall be consulted to determine where approved bike routes are located. Refer to Table 6.1 for guidance on the application of each type of bicycle facility. Share The Road "Share The Road" reminds motorists, bicyclists and pedestrians that all modes of transportation may use the roadway. "Share The Road" may be posted in conjunction with shared lane markings, on a bike boulevard, or on a bike route without pavement markings (Figure 6.1 1). Where a bike lane ends, but the bike route continues, "Share The Road" may also be posted. Signage that indicates "Bikes May Use Full Lane" may also be considered where appropriate. Although all roads in Edina are shared, these signs communicate to motorists and cyclists that Figure 6.11. "Share the Road" signage Edina Living Streets Plan — DRAFT (3/12/15) 6 -7 Design Guidelines the road has been identified to encourage use by cyclists, but lacks separate bicycle facilities. Bike Boulevard A bike boulevard is a lower- volume residential e edina living streets our streets connect us all Shared Lane Markings Shared lane markings or "sharrows" (derived from "shared" and "arrows ") are pavement markings used to mark a designated bike route. Placed in the travel lane, they encourage bicyclists to ride in a safe position outside of the door zone (where driver's side doors of parked cars open). Shared lane markings include a bicycle symbol and a double chevron indicating the direction of travel (Figure 6.13). They do not designate any part of the roadway as exclusive to either motorists or bicyclists. Rather, shared lane markings emphasize that the travel lane is shared. Advisory Bike Lanes Advisory bike lanes are used on streets that are too narrow for dedicated bike lanes. Advisory bike lanes look like dedicated bike lanes, except a dashed line is used in place of a solid bike lane stripe (Figure 6.14). A dashed line signals to drivers that they may drive in the advisory bike lane. Advisory bike lanes do not narrow the travel lanes or reduce the amount of roadway space that can be used by motor vehicles. Additionally, they bring greater awareness to the roadway as Edina Living Streets Plan — DRAFT (3/12/15) Design Guidelines rd on Cornelia Drive Figure 6.13. Shared lane markings or " sharrows" Figure 6.14. Advisory bike lane 6 -8 A ON edina t �r� living streets our streets connect us all shared space and can help to reduce vehicle speeds and improve roadway safety. At present, advisory bike lanes are considered experimental by the Federal Highway Administration (FHWA). Paved Shoulders The shoulder is the part of the street that is contiguous to and on the same level as the part of the street that is regularly used for vehicle travel, and may be paved, gravel or dirt (Figure 6.15). The shoulder is typically separated from the traveled part of the street by a solid white line, called an "edge line" or "fog line." Paved shoulders can look a lot like bike lanes, but differ from bike lanes in some important ways: • Bike lanes have bicycle pavement markings and Bike Lane signs; paved shoulders do not. • Bike lanes have been designed for cycling; paved shoulders have not. • Parking is not permitted on bike lanes unless posted otherwise; parking is permitted on paved shoulders unless posted otherwise. • Cyclists may use the shoulder, but are not required to. Bike Lanes Bike lanes provide dedicated space on the roadway for bicycle use. Bike lanes are separated from the lane used by motor vehicles by a solid white line. Bike lanes are also marked with a white bicycle symbol and arrow on the pavement and signed at regular intervals (Figure 6.10). "Buffered" bike lanes are similar to regular bike lanes, but also include a marked buffer between the bike lane and the adjacent driving lane. This buffer area is marked with white diagonals or chevrons to indicate that no vehicles are allowed to travel in the buffered area. As a bike lane approaches an intersection or bus stop, a dashed line may be used instead of a solid white line to indicate the space is shared by motorists and bicyclists. A dashed line may also Figure 6.15. Example of a paved shoulder Figure 6.16. Shared use path along Gallagher Drive Figure 6.17. Buffered bike lane Edina Living Streets Plan — DRAFT (3/12/15) 6 -9 Design Guidelines APOK edina N=�'i ijvi nc® m® streets our streets connect us all be used to stripe the bike lane through intersections. Bicycle or Shared Use Path A bicycle or shared use path is a facility that has been designed for bicycle use and constructed separately from the roadway or shoulder. A bicycle path may be for exclusive use by bicyclists (bike path), or it may be shared with pedestrians (shared use). A bicycle path that is adjacent to a roadway is a side path (Figure 6.16). Buffered Bike Lanes A buffered bike lane is a bike lane with pavement marking "buffers" that provide separation from motor vehicle driving or parking lanes. Buffers are typically 18 to 48 inches wide, with larger buffers often including chevron or crosshatch markings (Figure 6.17). Buffered bike lanes can provide space for the parked car "door zone" and for passing other bicyclists, and can visually narrow the street to calm traffic. Protected Bike Lanes A protected bike lane is a street -level facility marked similarly to a buffered bike lane, but is also protected from traffic by bollards, planters, parked cars or other barriers from traffic (Figure 6.18). This facility type provides physically protected, exclusive space for bicyclists separate from motor vehicles and pedestrians. Vehicles are prevented from driving or parking in the facility. Signage and Wayfinding Similar to signage for motor vehicles (see Pavement Markings and Signage, above), certain signs are required when installing bicycle facilities on roadways (this is particularly true for on- street facilities). In the past, the City has installed "wayfinding" signage on some bicycle routes to indicate the direction and distance to other nearby bicycle routes. While wayfinding signage of this type can be considered on a project -by- project basis, at this time the Living Streets Plan recommends discontinuing the use of these signs to reduce "sign pollution" cited by some residents. Figure 6.18. Protected bike lane Figure 6.19. Bicycle facility signage near W 54th St and Wooddale Ave. The Living Streets Plan does not recommend the use of the green " wayfinding" signage. Edina Living Streets Plan — DRAFT (3/12/15) 6 -10 Design Guidelines Table 6. I. Appropriateness of bicycle facilities BICYCLE FACILITIES Living Streets Classification Local Street Local Connector Collector Street Minor Arterial "Share the Road" O O O O Bike Boulevard O O Shared Lane Markings /Sharrows O O O O Advisory Bike Lanes O O Paved Shoulders Q O O O Bike Lanes O O O Buffered Bike Lanes O O Protected Bike Lanes O O Shared Use Path Q O O O Legend: Appropriate OAppropriate in specific circumstance! Not Appropriate Intersections Given that intersections are junctions where different modes of transportation meet, a well - designed intersection should facilitate the interaction between bicyclists, pedestrians, motorists and transit. This should be done in a safe and efficient manner that reduces conflicts between bicyclists and vehicles, including heightening the visibility, denoting a clear right -of- way, and ensuring all users are aware of each other. edina �,� living I0 streets our streets connect us all Figure 6.20. Bike lane "pocket" on W. 70th Street Edina Living Streets Plan — DRAFT (3/12/15) 6 -1 1 Design Guidelines w91%A'j� w O e tT� Nov m 0 • ,N�RPORP"�F'� � 1884 To: Edina Transportation Commission Agenda Item M VI. C. From: Mark K. Nolan, AICP, Transportation Planner Action ❑ Discussion M Date: March 19, 2015 Information M Subject: Tracy Avenue/Valley View Road/Valley Lane Roundabout: Preliminary Layout Action Requested: Feedback regarding the preliminary layout of the roundabout proposed at this location. Information / Background: This project in included in the 2015 -2019 Capital Improvement Plan with construction scheduled for 2016. The project includes the realignment of lanes on Municipal State Aid designated Tracy Ave, Valley View Road, and Valley Lane, and the construction of a roundabout at their intersection. This includes replacement of the entire pavement surface, replacement of curb and gutter, alterations to bicycle lanes, sidewalk, and lighting, and upgrading public utilities (watermain, sanitary sewer, and storm sewer). This will ensure the utilities and roadway section meets current State Aid requirements, and improves traffic flow through the Intersection. The roundabout is also meant to provide for a safer pedestrian and bicycle crossing for the Nine Mile Creek Regional Trail (NMCRT) and also address speed and queueing concerns. Upon completion of the NMCRT, two bicycle facilities will intersect at this location (existing bicycle lanes on Valley View/Tracy Avenue will remain). Because the intersection must meet state -aid requirements, alternative bicycle facility layouts through the roundabout (including those that separated bicyclists from motor vehicle and pedestrian traffic) were discussed with the Minnesota Department of Transportation (MnDOT). MnDOT staff indicated that they prefer the design of the roundabout remain consistent with others in the state, and that a significant issue or problem needs to be identified before they would consider approving alternative designs. Engineering staff has shared this preliminary layout with the Edina Public Works, Fire and Police Departments and has received their support. Additionally, a public meeting regarding the project is scheduled for Monday Mar. 23, 5:00- 6:30pm at the Edina Public Works and Park Maintenance Facility. Attachments: Preliminary layout of roundabout at Tracy Avenue/Valley View Road/Valley Lane G: \PW \CENTRAL SVCS \TRANSPORTATION DIV \Transportation Commission \Agendas & RR's \2015 R &R \20150319 \Item VI.C. Tracy - Valley View - Valley Ln Roundabout.docx City of Edina • 4801 W. 501h St. • Edina, MN 55424 -A TRACY AVE. /VALLEY LN. / SEH ROUNDABOUT Walk Edina Recommendation To: ETC RE: Recommendation to appoint one new member Date: March 19, 2015 Background Resident, John Hamilton, submitted an e-mail application and was interviewed via e -mail and phone and he also attended a Walk Edina meeting before being recommended. John is an architect with over 40 years of experience and is interested in the "positive design attributes" of the proposed changes to street reconstruction in Edina. He is also very active in his neighborhood . association and would like to help "communicate the City efforts to implement healthier, more connected community strategies."