HomeMy WebLinkAbout2012-08-16 Meeting Packet
BARR HRGreen
MEMO
To: Wayne Houle, PE — Edina City Engineer
Michael Thompson, PE — Edina Living Streets Committee Chair
From: Dan Edgerton, AICP — HR Green
Jack Broz, PE — HR Green
Fred Rozumalski, RLA — Barr Engineering Co.
Matt Metzger, PE — Barr Engineering Co.
Subject: Edina Living Streets — Review of Existing Plans and Policies, Peer Review Lessons, and
Draft Living Streets Policy Framework
Date: August 13 , 2012
1.0 Introduction
The City of Edina seeks to encourage the development of a more accessible and sustainable
transportation system over time. To accomplish this goal, the city envisions redesigning its street
network using a "complete streets" approach, guided by green streets and active living design
principles. The result will be a "living streets" system which facilitates all modes of transportation,
incorporates ecological services, and encourages walking and bicycling through safe and aesthetically
attractive transportation corridors. The purpose of this memorandum is twofold:
1. To document the review of existing plans and policies relevant to living streets, and
2. To provide a framework for a Living Streets Policy and Plan.
2.0 Review of Existing Plans and Policies
The City of Edina has implemented a number of planning and policy documents, ordinances, and other
initiatives which have a bearing on transportation system investment decisions. Attachment 1 includes
a draft livings streets policy background document, prepared by the city. This document summarizes
the relevant plans and policies which lead to the undertaking of the current study, many of which
provide the policy direction and guidance for the city's living streets efforts. In contrast, some existing
policies and regulations could conflict with or create a barrier to the implementation of a living streets
program.
The following is a brief summary of the documents, regulations, and programs most relevant to living
streets. As the city moves toward implementation of its Livings Streets Policy and Plan, each of these
documents should be reviewed and policies and regulations with a direct connection to transportation
design elements (i.e., right-of-way, sidewalks, trees, etc) should be amended in order to expressly
support the city's living street goals.
Plans and Studies
- Edina Comprehensive Bicycle Transportation Plan (2007)
The Edina City Council adopted a Comprehensive Bicycle Plan in 2007. The guiding vision for
this document is to support the gradual transformation of the City of Edina into a "progressive
Edina Living Streets Project
Policy Development and Implementation
bicycle-friendly community where citizens can easily integrate cycling into their daily lives." This
document compliments living street by planning for a fully integrated, safe, and inviting bicycle
network for a full range of users.
Edina Comprehensive Plan (2008)
The Edina City Council adopted an updated Comprehensive Plan in 2008. The plan promotes a
vision for a city that is pedestrian, bicycle and transit friendly and inclusive of all users. A
number of chapters are relevant to living streets, including Chapter 2: Visions, Goals, and
Objectives; Chapter 4: Land Use and Community Design; Chapter 7: Transportation Plan; and
Chapter 10: Energy and the Environment.
Edina Comprehensive Water Resources Management Plan Update (2009)
The City of Edina developed a Comprehensive Water Resources Plan in 2009. This plan
establishes the City's goals and policies for municipal drainage systems, design criteria, and
rules for development and redevelopment. The plan supports the living streets goals to reduce
street water runoff into watersheds.
Edina Capital Improvement Plan (2012)
The purpose of the Capital Improvement Plan (CIP) is to guide capital investment decisions
based on a community's needs, taking into account the best use of limited resources while
providing efficient and effective municipal services. As the Edina Living Streets Policy is
implemented, the CIP should be revised to reflect prioritization of capital investments in
accordance with the city's living streets goals.
Programs and Initiatives
Edina Fit City Program (Resolution 2006-70)
In July 2006 the Edina City Council adopted a resolution expressing a commitment "to providing
an activity-friendly community to its residents" and authorizing "the application for The
Governor's 'Fit City' Program," which recognizes cities committed to creating and maintaining an
environment supportive of active living. The goals of the Fit City program and the City's
resolution supporting an activity-friendly community compliment living streets.
Edina Green Steps Program (Resolution 2011-37)
The City of Edina adopted a resolution to participate in the Minnesota Pollution Control
Agencies (MPCA) Green Step Cities program in 2011. The Green Step Cities program aims to
provide Minnesota cities a clear pathway to greater sustainability based on implementing best
practices specific to Minnesota cities. Several of these best practices would be supported by a
Living Streets Policy, including, #11: Complete Streets (requires "complete streets policy" or
"living streets," which is inclusive of "complete streets" concepts); #12: Mobility Options
(walking/biking, Safe Routes to School, etc.); #16: Urban Forest; #17: Efficient Stormwater
Management; #18: Green Infrastructure (porous pavement, swales, etc.); and #19: Surface
Water Quality (rain gardens, etc.).
Bloomington Public Health
Bloomington Public Health provides public health services to Bloomington, Edina, and Richfield.
This includes Statewide Health Improvement Program (SHIP) and the Community
Transformation Grant (CTG). SHIP is working with communities, schools, worksites, and
healthcare to reduce the risk for chronic diseases such as diabetes, heart disease, stroke, and
cancer. SHIP seeks to make healthy living easier where we live, work, learn, and play. CTG
has similar goals and also supports the Living Streets Policy in Edina. A Living Streets Policy
would complement these programs as it would promote active living and make it easier for
community members to be physically active.
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Edina Living Streets Project
Policy Development and Implementation
Edina do.town Program (2011)
In September 2011, the City of Edina, in partnership with Bloomington and Richfield, launched
an 18-month initiative to improve community health by making changes that support healthy
eating and active living choices. The goal of do.town is to bring together community members
and leaders to think and talk about ideas that would make the healthy choice the easy choice in
Bloomington, Edina, and Richfield.
Policies and Regulations
Edina Assessment Policy (2010)
The purpose of the Edina Assessment Policy is to provide regulations for assessments to
properties for non-state aid street projects. This policy is relevant to Living Streets as it governs
how traditional street improvements are funded. As the Edina Living Streets Policy is
implemented, the city should seek new and innovative ways to provide additional funding for
design elements related to livings streets and update its assessment policy to clearly define how
each street design element will be funded.
Municipal State Aid Special Assessment Policy (2010)
The purpose of the Municipal State Aid (MSA) Assessment Policy is to establish assessment
rules for MSA improvement projects. As the Edina Living Streets Policy moves forward, the city
should collaborate with its partners (i.e., Hennepin County, MnDOT, etc.), to identify new ways
to support the implementation of living streets in Edina.
Edina City Code
The Edina City Code is a comprehensive document which codifies the general ordinances of the
City of Edina. Several elements of the City Code will have a direct bearing on the
implementation of living streets within the city, whether through supporting policies, or in some
cases policies that conflict with living streets principles. The following is a listing of some of the
relevant chapters (not all inclusive). Upon implementation of a Living Streets Policy in Edina,
these elements of the City Code should be reviewed and updated as necessary to expressly
support the city's living streets goals.
n Chapter 4: Buildings, Construction and Signs — Revise the following sections to support
living streets principles such as creating livable neighborhoods.
- Section 405: Landscaping, Screening and Erosion Control
- Section 421:Right-of-way management
n Chapter 7: Health — Consider linking this ordinance to the Living Streets Policy to
support active living goals.
n Chapter 8: Land Use Plats and Zoning (all sections) — Consider adopting form based
zoning polices which emphasize size and position over use. This tool could be used to
encourage living streets tenants such as mixed use development which promotes active
living and helps to make the street a more attractive environment for non-motorized
users.
n Chapter 10: Misdemeanors and Nuisances — Revise the following sections to support
living streets principles such as reducing the total amount of paved area through
modified parking and vegetation ordinances.
- Section 1046: Parking and Storage of Vehicles and Equipment
- Section 1050: Maintenance of Vegetation
n Chapter 11: Public Utilities (all sections) — Revise this chapter to support the stormwater
efficiency goals of living streets.
n Chapter 12: Streets and Parks (all sections) —This chapter should be thoroughly
reviewed and revised to support living streets goals such as allowing flexibility in street
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Edina Living Streets Project
Policy Development and Implementation
design to implement a full range of living streets design elements and to place greater
emphasis on serving the needs of non-motorized users.
n Chapter 14: Traffic Control and Vehicles — The following sections should be thoroughly
reviewed and revised to both support living streets goals such as allowing flexibility in
street design to implement a full range of living streets design elements, and to remove
barriers such as excessive auto "clear zone" requirements as appropriate.
- Section 140: Pedestrian, Bicycle, and Vehicular Traffic, Parking, Standing and
Loading
Section 1405: Clear View Zone
In addition, as living streets implementation moves forward, the city should adopt additional policies and
ordinances in support of living streets, such as traffic calming and street design guidelines. These
policies should be defined as part of the future living streets planning process.
3.0 Lessons Learned
The following is a summary of key lessons learned during previous Living Streets efforts in other
municipalities.
Lessons Learned in Los Angeles County, CA
(May 3, 2012 Discussion with Ryan Snyder of Ryan Snyder Associates)
Lessons learned related to policy:
• Build a policy from the ten policy elements delineated in Table 2.1 of the Los Angeles County
Model Design Manual for Living Streets.
• Exceptions should be rare. The process for design and review must be clear.
• City procedures and standards need to be changed as appropriate to accommodate the new
policy. For example it may be stipulated the a bike advisory committee reviews all street
projects, or a pre-design check list is created for components of Living Streets (e.g. pedestrian
circulation, stormwater management, street trees).
• It is important to create implementation plans. It might include plans such as Safe Routes to
School (SRTS), a sidewalk plan, or an urban forest plan.
Lessons learned related to implementation:
• For each street project Ryan recommends well facilitated workshops with property owners to
first educate them on Living Streets, and then to have them participate in the selection of street
elements appropriate for their street.
• During the education process show lots of photographs and drawings of Living Streets as well
as dysfunctional streets. Make it very visual. Explain all the benefits. Talk about the down side
of keeping the street as it is.
• It is important to have all voices (supporters as well as opponents) at the table during the
facilitated workshops, and to encourage the quiet people to speak their mind. It helps to break
into small groups and have a balance of opinions at each table.
• In preparing for the workshops, understand any complaints about the project street beforehand
in order to respond with a Living Streets solution. Create solutions from the complaints.
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Edina Living Streets Project
Policy Development and Implementation
• Label this policy as a traffic calming and street beautification initiative rather than undefined
term such as Bike Boulevard or Living Streets. This allows focus on the benefits, and prevents
a target for opponents.
• The most significant opposition to Living Streets stems from confusion about traffic congestion.
When proposing a Living Street project, designers and staff should be well prepared with
statistics from other projects and other cities that prove that congestion does not become an
issue. Ryan suggests steering the conversation away from congestion and to the life style
benefits of Living Streets.
• Ryan has found that it is essential for city leadership to stand behind the plan. Staff must be
fully supported in the process of implementing Living streets, and not be put in the middle of
disputes between neighborhood factions.
• It will be important to provide Living Streets training for city staff.
Lessons Learned in Creating the North St. Paul, MN Living Streets Policy and Plan
(Barr Engineering Staff)
• Gather feedback about Living Streets concepts from residents prior to targeting specific
neighborhood projects. Then, implement Living Street projects in areas where demographics or
questionnaire feedback shows support. If there are residents who have a history of opposing
proposed actions by the City, they are likely to oppose a new effort as well.
• During the N. St. Paul community engagement process, public opinions showed correlations
with demographics. Much support was seen from younger families, new to the area, some with
children. Much dissent was received from older, senior residents who have resided in the
neighborhood for a long time.
• Every street and neighborhood is unique. The street reconstruction elements favored by
residents are likely to vary. The complexity of design on different street types (state-aid vs.
locally funded) will vary. Implementation should be flexible to accommodate the needs of each
unique street segment.
• A useful strategy may be to not name the effort "Living Streets", but to simply make changes to
street reconstructions policies, design process and focus on safe routes to school. In North St.
Paul the term became a target for residents opposed to the project. Reconstructing streets
using Living Street design elements under the usual capital-improvement process may prove to
be a good strategy.
• In North St. Paul and Maplewood, it was vital to have a design process framework for the
Ramsey-Washington Metro Watershed District to cooperate w/ the City Engineer(s). This
cooperative effort facilitated design development and feedback exchange at key phases of
concept and final design. The District and City worked together to develop design templates
and final designs that addressed their various goals and the goals of other
stakeholders. Developing a design process in Edina that engages various stakeholders early in
the design process and throughout design and construction is recommended.
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Figure 1: Living Streets
Development Framework
Visioning and
Goal Setting
Vision Statement
Program Goals
Living Streets Polic
Regulatory Framework
• • • •
'End of Current Project
Living Streets Plan
Stakeholder Engagement
Implementation Plan
Edina Living Streets Project
Policy Development and Implementation
4.0 Living Streets Development Framework
In order to implement an effective living streets program in Edina, the
city should develop a Living Streets Policy and Plan, which includes
a clearly stated vision statement and goals, a set of supporting
policies, and a process or plan for implementation. This
development framework is illustrated in Figure 1. This document
presents a draft living streets vision and a policy template developed
based on the initial stakeholder engagement workshop described
below. These represent the first two steps in the development
framework. The third step, which includes a detailed plan for
implementation of Living Streets in Edina, will be developed as part
of a future effort.
A Living Streets Policy will provide the regulatory framework for living
streets and a Living Streets Plan will provide the details needed for
implementation, such as prioritization of projects by mode, an
implementation process, and design guidelines and templates. The
purpose of this framework is to facilitate discussion in order to move
the City toward adoption of an Edina Living Streets Vision and the
development and implementation of a Living Streets Plan. This
material should be continually updated and refined as the living
streets implementation process moves forward.
Visioning and Goal Setting
introduce participants to the living streets concept
and to initiate the process of developing a Living
Streets Policy in Edina. A key result of this effort
was the engagement of stakeholders in the
visioning, goal setting, and policy making process. The results and proceedings from
this workshop served as the basis for the development of the vision and policy
framework presented below.
Living Streets Vision
The purpose of the vision statement is to set the philosophical framework for living
streets in Edina. It should answer the question "why implement living streets?",
creating a picture or vision of the community which Edina residents are striving
toward. As part of the Living Streets workshop, attendees participated in a visioning exercise in which
they were asked "What will be the vision behind a new living streets policy? (refer to Attachment 2)"
Based on this visioning session a series of common themes emerged. These themes paint the vision
for living streets in Edina.
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UvIng Struts
Drglirrit Firrork •
In March of 2012 the City of Edina hosted a two
part Living Streets Workshop, facilitated by a
▪ nationally recognized living streets expert (refer to
Attachment 2 for a summary). The purpose was to
... with a cohesive community identity
... where families regularly choose walking or bicycling instead of driving
... where biking and walking are not only safe and convenient, but also enjoyable
Edina Living Streets Project
Policy Development and Implementation
Participants envisioned Edina as a place...
... where all modes of transportation are equally accessible
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... where public policy strives to promote sustainability
through balanced infrastructure investment decisions.
... where environmental stewardship and reduced energy
consumption are pursued in the public and private sectors alike.
... where the streets are a place you want to sit.
Edina Living Streets Project
Policy Development and Implementation
... where people choose physical activity for enjoyment
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Edina Living Streets Project
Policy Development and Implementation
Based on the themes described above, the Edina Living Streets Committee developed the following
draft vision statement for stakeholder consideration.
Draft Edina Living Streets Vision Statement
Living Streets balance the needs of motorists, pedestrians, bicyclists, 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 purpose of this draft statement is to facilitate discussion in order to move the City toward an
approved Edina Living Streets Vision. This vision statement should be continually updated and refined
as the living streets study process moves forward.
Living Streets Goals
In order to develop a policy which moves the city toward its vision for living streets, it is important to
clearly articulate the goals and priorities of the living streets program. Goals should answer the
question "what will living streets look like?", stating the broad, overriding outcomes the city wants to
achieve. Typical goals for implementing living streets are listed below:1
Serve the land uses that are adjacent to the street; mobility is a means, not an end
Encourage people to travel by walking, bicycling, and transit, and to drive less
Provide transportation options for people of all ages, physical abilities, and income levels
Enhance the safety and security of streets, from both a traffic and personal perspective
Improve peoples' health
Create livable neighborhoods
Reduce the total amount of paved area
Reduce stormwater runoff and capture/treat pollutants for improved watershed health
Maximize infiltration and reuse of stormwater
Reduce greenhouse gas emissions and other air pollution
Reduce energy consumption
Promote the economic well-being of both businesses and residents
Increase civic space and encourage human interaction
Maintain and improve the urban forest
With these goals presented as a basis, participants of the Edina Living Streets Workshop developed
the following priorities for living streets in Edina:
Living Street Priorities
Safe and enjoyable access to all modes for all users and all abilities
Streets will vary in character (context sensitive)
The transportation network will enhance neighborhoods
Streets will incorporate green management best practices
Further, the following were identified as additional goals or attributes for the Edina Living Streets
System:
Secondary Goals
- Foster income equity
- Pedestrian-oriented design
- Connect people, not just places
1 Los Angeles County. Model Design Manual for Living Streets. 2011.
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Edina Living Streets Project
Policy Development and Implementation
- Foster active lifestyles
- Be inviting
Support commerce
- Be sustainable
Living Streets Policy Development
The intent of a living streets policy is to provide policy direction in support of
implementing the city's living street vision and goals. A livings streets policy should
answer the question "how will we achieve living streets?" It should be broad enough
to cover all aspects of the transportation system and should contain sufficient detail
to guide the design process in support of living streets principles. The policy should
not prescribe how to design every segment of every street; rather, it should clearly
. define what the city wants to accomplish with its streets and refer to specific design
guidance developed as part of the planning process (i.e., modal balance,
prioritization, checklists, design templates, etc.).
• • Los Angeles County has developed a living streets policy model based on the 10
policy elements for complete streets established by the National Complete Streets
Coalition, updated to incorporate living streets principles.' Any agency may adopt all
or part of the Los Angeles model as is, or modify the model based on community
goals, provided the Los Angeles Count Design Manual is acknowledged and
credited as appropriate.
The following is a draft Edina Living Streets Policy framework, which was developed using the Los
Angeles County model described above as a template, and updated to reflect the values of Edina. This
framework includes a range of policy elements and statements intended to provide comprehensive
policy level support for living streets. The policy is intended to provide a regulatory framework for living
streets and not a plan for implementation.
The draft policy framework should be reviewed and refined by the Edina Living Streets Committee
throughout the living streets process, based on comprehensive stakeholder engagement and
continuous public outreach. Once the Edina Living Streets Policy has been finalized, the Living Streets
Committee should present the policy to the full Edina Transportation Committee for final approval and
recommendation to the City Council. Once a final policy is drafted and approved, the policy can be
enacted by the City through a living streets ordinance or resolution enacting the policy.
Draft Edina Living Streets Policy
Vision Statement — Why?
Living Streets balance the needs of motorists, pedestrians, bicyclists, 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.
Goals (based on Edina Living Streets Workshop — March 2012) — What?
The goal of the Edina Living Streets Policy is to ensure the following:
Safe and enjoyable access to all modes for all users and all abilities
Streets will vary in character (context sensitive)
The transportation network will enhance neighborhoods
Streets will incorporate green management best practices
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Ming Streets
Development Ironwork
Edina Living Streets Project
Policy Development and Implementation
Policy Elements (guided by Los Angeles Co. model) — How?
Living Street Element Policy Statements
Vision The City will develop policies and practices that cause its transportation
system to be designed in accordance with the Living Streets Vision and
Goals described above.
All Users and All Modes The City will incorporate the full range of appropriate living streets elements
in accordance with its Living Streets Policy and Plan when planning for and
designing the local transportation network and in regulatory approvals for
private developments, such as conditional uses and PUD.
The City will plan, design, and build high quality transportation facilities that
prioritize the needs of the most vulnerable users (pedestrians, cyclists,
children, elderly, and disabled) while enhancing safety and convenience for
all users, and providing access and mobility for all modes.
Connectivity The City will strive to enhance community cohesion by connecting places.
This will include design, operation, and maintenance of a transportation
system that provides a highly connected network of streets, paths, and trails.
The street network will accommodate all modes of travel.
The City will seek opportunities to overcome barriers to active
transportation. This includes preserving and repurposing existing rights-of-
way, and to adding new rights-of-way to enhance connectivity for
pedestrians, bicyclists, and transit.
The City will prioritize non-motorized connectivity improvements to services,
schools, parks, civic uses, regional connections, and commercial uses.
The City will require large, new developments to provide interconnected
street networks with small blocks that connect to existing or planned streets
on the perimeter of the development.
Jurisdiction The City will seek to implement livings streets on all streets within Edina.
The roadway network in Edina generally comprises state, county, and local
routes. Policies and legislation supporting living streets implementation on
state and county routes are in place.
The State of Minnesota has passed legislation in support of complete streets
on state routes and MnDOT is in the process of developing a Complete
Streets Policy. Hennepin County has enacted a policy supporting complete
streets implementation on County routes. While there are differences,
Edina's living streets vision and the state and county complete streets efforts
are complementary.
The Edina Living Streets Policy applies to all roads within the City's
jurisdiction (local, collector, and arterial).
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Edina Living Streets Project
Policy Development and Implementation
The City will require all developers to obtain and comply with the standards
and procedures of the Edina Living Streets Policy and Plan.
The City will actively seek to coordinate its Living Streets Policy and Plan
with partner agencies, in order to influence decisions on roads outside of its
jurisdiction (i.e., MnDOT and Hennepin County). This will include providing
a copy of the Edina Living Streets Policy to partner agencies, and seeking
their input throughout the Living Streets Plan development process. At a
minimum, this outreach to partner agencies will include MnDOT, Hennepin
County, the Metropolitan Council, and the Minnehaha Creek and Nine Mile
Creek Watershed Districts.
Phases As living streets may be achieved through single projects or incrementally
through a series of smaller improvements or maintenance activities over
time, the City will apply the living streets policy document to all roadway
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 intended for public use.
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 roadway construction project, in order to ensure
multimodal connectivity and continuity.
The City will draw on all sources of transportation funding to implement
living streets and actively pursue new funding sources as available.
Exceptions Living streets implementation will be a required component of ALL street
construction, reconstruction, repaving, rehabilitation, and maintenance
projects.
Exceptions to the guidelines set forth in the Edina Living Streets policy may
be made, based on professional judgment.
The City will develop an Living Streets exception request process to set the
conditions by which a project could be exempted from part of all of the Edina
Living Streets Policy
Design The City will adopt new living streets design guidelines and procedures to
guide the planning, funding, design, construction, operation, and
maintenance of new and modified streets while remaining flexible to the
unique circumstances of different streets where sound engineering and
planning judgment will produce context-sensitive designs. The City will
undertake a planning effort to define this process.
The City will incorporate living street design principles of into all city plans,
manuals, rules, regulations, and programs as appropriate, in accordance
with the Living Streets Policy and Plan. As new and better practices evolve,
these will be incorporate those as well.
The City will provide well-designed pedestrian accommodations in the form
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Edina Living Streets Project
Policy Development and Implementation
of sidewalks or shared-use pathways on all arterial and collector streets and
on local streets.
The City will provide frequent, convenient and safe street crossings. These
may be at intersections designed to be pedestrian friendly, or at mid-block
locations where needed and appropriate.
The City will provide bicycle accommodations along all avenues,
boulevards, and connector streets. Bicycle accommodations could include
but are not limited to bike lanes, trails, or other improvements.
The City will keep street pavement widths to the minimum necessary.
The City will allocate right-of-way for boulevards, plant trees, and treat
stormwater associated with right-of-way harcover, including trails, transit,
and pedestrian facilities as well as streets, whenever a street is constructed,
reconstructed, or relocated where physical conditions warrant.
The City will prioritize right-of-way space allocation for access and mobility
(all modes) improvements and include on-street residential parking only
when it is not in conflict with access and mobility (all modes) and
achieving other living streets goals, such as managing stormwater
runoff.
Context Sensitivity The City will seek input from local stakeholders when designing their streets
with input from local stakeholders.
Street design will enhance the character of neighborhoods and be in
keeping with existing land uses.
When designing streets, the City will be mindful of preserving and
protecting natural features, such as waterways, trees, slopes, and
ravines.
The City will design their streets with a strong sense of place. They will use
architecture, landscaping, streetscaping, public art, signage, etc. to reflect
the community, neighborhood, history, and natural setting.
The City will coordinate with merchants along commercial corridors to
develop vibrant retail districts.
The City will inventory building and zoning codes to bring into agreement
with Living Streets principals and minimum design guidelines as established
by the Living Streets Policy and Plan.
The City will develop a Living Streets Plan which includes a palette of design
templates for street types and minimum design guidelines, from which
developers can choose.
Implementation The City will develop, adopt, and apply a Living Streets Plan for the
implementation of living streets in Edina. At a minimum, the plan should
include the development of street typologies based functional classification,
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Edina Living Streets Project
Policy Development and Implementation
multimodal traffic volumes, and land use, which are correlated to a design
"toolbox."
The City will incorporate living streets concepts into the next circulation
element of their general plans (i.e., Comprehensive Plan, Bicycle Plan, Safe
Routes to School Plan, etc.).
The City will update its storm management plan to include living streets
principles which aim to capture streetwater runoff on site.
The City will create an urban forest management plan to protect and expand
the existing urban tree canopy.
The City will review, modify, update, and delete out-dated policies included
but not limited to the Assessment Policy and the City Code.
The City will prioritize CIP-prioritize by mode; based on the Living Streets
Policy and addressing safety, access, and convenience.
The City will actively engage stakeholders in the street planning and design
process, including property owners, residents, and other users of the
transportation system. At a minimum, engagement efforts will entail
extensive education campaigns, design input, public meetings, and other
forms of on-going communication.
The City will actively seek out and pursue funding and grant opportunities to
implement the Living Streets Policy and Plan.
Operations The City will update right-of-way maintenance standards and practices to
support living streets. As an example, on-street bicycle lanes may require
more upkeep (i.e., cleaning/debris removal, striping, etc.).
The City will update its traffic enforcement practices to support living streets,
such as citations for speed limit violations.
Every city agency, including public works, planning, maintenance, and
others will follow the Edina Living Streets Policy and will conduct ongoing
coordination in support of living streets operations.
The City will conduct on-going public engagement in order to provide public
education on safe and efficient street operations and multimodal
considerations. This could include targeted stakeholder education meetings
(i.e., senior living facilities) a page on the city website and a living streets
component at regularly scheduled public meetings and open houses.
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LMng Strut,
Development Framewodi
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Edina Living Streets Project
Policy Development and Implementation
5.0 Next Steps
The purpose of the living streets vision and goals, and policy framework presented herein is to facilitate
stakeholder dialog in an effort to move toward the development and adoption of an Edina Living Streets
Policy and a Living Streets Plan. The Living Streets Policy will provide the regulatory framework for
living streets and the Living Streets Plan will provide the details needed for implementation, such as
prioritization of projects by mode, an implementation process, and design guidelines and templates.
Living Streets Policy
The next step in this process is the continued refinement of the Living Streets Policy Framework based
on stakeholder engagement efforts. The purpose of the next stakeholder engagement efforts should be
to present and seek input on the Living Street Vision and Goals and Policy Framework, in order to build
stakeholder support for the Living Streets Policy. The policy should be a dynamic document (i.e.,
continuously revised, modified, and updated), which clearly articulates and supports the city's vision
and goals for living streets in Edina.
Living Streets Plan
Presented above are a draft living streets vision and a policy template, which
represent the first two steps in the living streets development framework. The third
step includes the development of a detailed plan for implementation of Living Streets
in Edina. After completion of a Living Streets Policy, the city should undertake a
planning process which includes robust stakeholder engagement, identification of
priority streets, and areas (neighborhoods/districts) for the implementation of living
streets policies. The plan should include the development of an implementation
process which includes design guidance. The implementation process should not
prescribe how to design every segment of every street; rather, after clearly defining
what a community wants to accomplish with its streets, designers can apply this
framework along with the specific guidance developed as part of the planning
process (i.e., prioritization, checklists, etc.), to meet the community's goals. A key
element of the implementation process is the identification of the desired modal
balance for each element of the project. This process should recognize that the
needs of all roadway segments and corridors within a project are not the same and
improvements should be designed to provide the level of functionality needed for
each mode, given the context of a project. For example, the bicycle accommodation needs of a high
speed urban arterial road would not be the same as a residential street. The plan should also include
an examination of how aboveground stormwater management can be accommodated within the right-
of-way of varying street types. Living streets harvest stormwater to recharge groundwater and water
street trees. Accomplishing this in narrow right-of-ways requires forethought. In addition, urban forest
expansion into the right-of-way should be addressed in the plan.
At a minimum, the plan should include the development of street typologies based functional
classification, multimodal traffic volumes, and land use, which are correlated to a design "toolbox." This
should include an implementation process or check-list which is followed when a street project is
initiated. The Edina Living Streets Committee developed the following as an example. The process
would identify the functional classification and traffic volumes, such as:
• Low volume local — under 300 vehicles per day (vpd)
• Local — 300-1000 vpd
• Higher volume Local — over 1000 vpd
• Minor collector — under 3000 vpd
• Collector — 3000-6000 vpd
Page 15
Edina Living Streets Project
Policy Development and Implementation
• Major collector — over 6000 vpd
The process should also include considerations for land use and other relevant issues, such as:
• Business segment — that part of a street adjacent to and within a set distance from a business
district
• School segment — that part of a street adjacent to and within a set distance from a public or
private K-12 school or public community center
• Park segment — that part of a street adjacent to and within a set distance from a public park or
regional trail
• Flagged — streets or segments of streets for which a problem has been identified, such as
speeding.
In this example, a project on Elm Street might have the following considerations:
Elm Street has 1300 vpd. The segment of Elm between 42nd Street and 44th Street is adjacent
to the school. The school segment runs from 41st Street to 45th Street. A speeding issue has
been noted on the 3900 block.
Classification: Higher volume local with school segment, flagged for speeding and volume.
This process would allow streets to be classified and correlated to an appropriate set of design tools,
given the context of the street. The intent of this process is not to develop street typologies with strict
design standards, but rather to facilitate an informed decision making process which will meet the
needs of users while achieving the City's Living Streets goals.
Two example design Templates are included as Attachment 3. An example work plan, budget, and
schedule for the proposed Living Streets Planning process are included as Attachment 4.
Page 16
Edina Living Streets Project
Policy Development and Implementation
Attachment 1: Living Streets Background Document
Page 17
LIVING STREETS
Background
Complete Streets typically refers to street design that provides for multiple modes of
transportation (auto, mass transit, pedestrian, bike). Green Streets typically refers to street
design that reduces environmental impacts by reducing impervious surface, managing
stormwater, and providing shade.
Living Streets refers to streets that are not only Complete and Green but also designed to
improve active living, community identity, and social connections. Cities such as Denver, Los
Angeles and Tucson have Living Streets initiatives. In the Twin Cities, the Ramsey-Washington
Metro Watershed District and North St. Paul have developed and are implementing a new Living
Streets Plan. The City of Maplewood is also pursuing a process to adopt Living Streets.
Complete Streets Legislation
The State of Minnesota passed Complete Streets legislation in 2010. The Commissioner of
Transportation has committed Mn/DOT to implement a complete street vision for the trunk
highway system. In January 2010 the Edina City Council adopted a resolution expressing
support for a statewide Complete Streets Policy. Inasmuch as the statewide policy will not apply
to local roads, cities are encouraged to adopt policies to meet their unique needs; however this
is not a mandate.
According to Mn/DOT, Complete Streets does not mean "all modes on all roads"; rather, the goal
of Complete Streets should be to:
1) Develop a balanced transportation system that integrates all modes via planning that
is inclusive of each mode (i.e., transit, freight, automobile, bicycle and pedestrian);
and
2) Include transportation users of all types, ages and abilities.
Examples of Complete Streets goals and principles listed in the report to the legislature include:
1) Reduce crash rates and severity of crashes;
2) Improve mobility and accessibility of all individuals including those with disabilities in
accordance with the legal requirements of the ADA;
3) Encourage mode shift to non-motorized transportation and transit;
4) Reduce air and water pollution and reduce noise impacts;
5) Increase transportation network connectivity;
6) Maximize the efficient use of existing facilities;
7) Strive for tax supported investments to provide maximum benefits to the community
and all user groups;
8) Safely integrate intermodal connections across the transportation network; and
9) Promote safe and convenient access and travel for all users (pedestrians, bicyclists,
transit riders) and people of all abilities as well as freight and motor vehicle drivers.
While City actions to date support the development of a Complete Streets policy for local streets,
the City could go further in planning for and implementing its vision for a transportation system
that also addresses environmental and active living goals and enhances community identity. The
1 Draft 5/13/11
Living Streets concept is the next step.
Minnesota Green Step City
The Minnesota Pollution Control Agency (MPGA) has launched the Minnesota Green Step Cities
program. Five cities—including Edina—were selected to pilot the program. The Edina City
Council asked the Energy and Environment Commission (EEC) to evaluate whether the City
should apply to become a Green Step city and, if yes, which of the 28 best practices related to
sustainability Edina should undertake in order to become certified. In January 2011, the EEC
recommended that Edina join the Green Step Cities program and outlined the 16 best practices
Edina should undertake. The City Council adopted the EEC's recommendation.
Six of the City's 16 best practices would be supported by a Living Streets Plan. These are:
#11. Complete Streets (requires "complete streets policy" or "living streets," which is
inclusive of "complete streets" concepts);
#12. Mobility Options (walking/biking, Safe Routes to School, etc.);
#16. Urban Forest;
#17. Efficient Stormwater Management;
#18. Green Infrastructure (porous pavement, swales, etc.); and
#19. Surface Water Quality (rain gardens, etc.).
For more information on the Green Steps Cities program, please see the January 18, 2011 City
Council meeting.
Edina Fit City Resolution
In July 2006 the Edina City Council adopted a resolution expressing a commitment "to providing
an activity-friendly community to its residents" and authorizing "the application for The
Governor's 'Fit City' Program."
The Fit City Program recognizes Minnesota cities committed to creating and maintaining an
environment supportive of active living. The program requires participating cities to "adopt a
resolution affirming activity-friendly commitments by City leaders and elected officials" and to
"agree to advertise and display 'Fit City' designation."
The goals of the Fit City program and the City's resolution supporting an activity-friendly
community provide support for a Living Streets Plan.
2008 Comprehensive Plan
The Edina City Council adopted an updated Comprehensive Plan in 2007. The Plan promotes a
vision for our city that is pedestrian, bicycle and transit friendly and inclusive of all users. The
following Principles from Chapter 4 provide support for a Living Streets Plan:
1. Design public open and green linkages that bring both amenity and positive image to
neighborhoods, corridors, and business precincts.
2. Design public streets to serve not only vehicles but also pedestrians, people with mobility
disadvantages and bicycles, balancing the spatial needs of existing and future users within the
right-of-way. Address both mobility and recreational needs and opportunities.
3. Create walkable streets that foster an active public life;
2 Draft 5/13/11
Stounwater capture and use
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4. Protect and Improve the urban forest, including street trees and related landscaping, in order to
provide shade and shelter for pedestrians and screening for parking and service uses.
5. Create and promote environments that make it safe and convenient for people to integrate
physical activity into their daily routines.
6, Recognize and Integrate Edina's historic landscape features, such as its stone walls and gateways,
into the design and redesign of streets, paths and pedestrian ways.
7. Promote a clear hierarchy of street types of distinctive and differentiated character that are
defined by landscape and pedestrian amenities as well as adjacent buildings, Within larger
redevelopment sites, promote a fine-grained and Interconnected network of local streets and
paths, encouraging pedestrian circulation and providing a choice of access points (p. 4-36. See
also Guidelines of 4-37-39).
Additional support for Living Streets can be found throughout the 2008 Comprehensive Plan.
Please see the attached "Excerpts from the 2008 Comprehensive Plan° for more,
DISCUSSION
Living Streets'
Living Streets pulls together the concepts of Complete Streets and Green Streets, and puts
additional focus on quality of life aspects for city residents. Figure 1 below shows the
components of Living Streets. The model balances the "green" components (environment and
social factors) and the "grey" components (transportation and utilities) of the system. All too
many times in the past, the "green" factors have not been highly prioritized for agencies. This
mentality is starting to change in many agencies statewide.
FIGURE 1 - RWMWD/BARR REPORT
A Living Streets policy should:
1 Landscape Architect Fred Rozumalski from Barr Engineering and Ramsey-Washington Metro Watershed District (RWMWO)
administrator Cliff Alchinger has champlonod the Living Streets concepts they developed for North St. Paul. The RWMWD
administrator has stated that the North Saint Paul Living Streets policy is in the public domain and can be used as a template for
others With credit giving for photos. To read Ihe complete policy, please see 1111p://www.ctnerth-saint-
paul.mn ,usfindex,asp?Typc=0_BASICASEC=VB13DF596B-EDSDAD35-513A-6EE928B642ABW7D.
3 Draft 5/13/11
1) Improve stormwater quality through reducing the impervious footprint of streets,
meeting or exceeding city and watershed rules through best management practices
(BMP) such as rain gardens and swales.
2) Implement traffic calming measures through the use of techniques best suited for site
conditions.
3) Improve biking and walking conditions along natural connector routes and collector
streets through designation of bike lanes, sidewalks, or multi-purpose trails.
4) Create boulevard tree standards that provide environmental benefits (stormwater
management, shade to reduce heating and cooling costs, filtering air pollutants,
reduce urban heat island effect), enhance quality of life, and are practical and
affordable.
As seen in Figure 2, a street section of 22' can accommodate parking on one side of the street
with two cars passing one another on a residential street, A 22' street section with parking on
one side can also accommodate larger vehicles but there may be some yielding when vehicles
must pass one another near a parked vehicle. Narrowed streets could reduce costs and also
provide room for sidewalk on one side that is no closer than the previous street edge once was
located.
FIGURE 2 - RINMVVDIBARR REPORT
4 Draft 5/13/11
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FIGURE 3— RESIDENTIAL STREET - RWMWD/BARR REPORT
5 Draft 5/13/11
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Component
Active Living Opportunities — Providing a designated system of sidewalks, trails, and
bike lanes increases the likelihood for walking and biking. Figure 4 depicts a typical
layout of a collector street with biking and pedestrian facilities which could be
standardized through ordinance language.
FIGURE 4 — COLLECTOR STREET - RWMWD/I3ARR REPORT
RECOMMENDATION
That the ETC discuss a Living Street Policy/Plan and develop a framework for working
collaboratively with staff, other boards and commissions, and the City Council, with the intent to
ultimately recommend a Living Street Policy/Plan to be Implemented as the new vision for
neighborhoods and collector streets In Edina. This Living Street Policy/Plan is Important
considering the large capital investment that will be occurring throughout the city to local
neighborhoods over the next decade and beyond.
Attachments:
1) Sample Resolution
2) Excerpts from 2000 Comprehensive Plan
Draft 3/10/11
DRAFT RESOLUTION
DECLARING SUPPORT FOR ESTABLISHING A LIVING STREETS POLICY
FOR THE CITY OF EDINA, MINNESOTA
WHEREAS, the Living Streets concept is designed to assure safety and accessibility for
all the users of our roads, trails and transit systems, including pedestrians, bicyclists, transit
riders, motorists, commercial and emergency vehicles, and for people of all ages and of all
abilities; and
WHEREAS, Living Streets reduce congestion by providing safe travel choices that
encourage non-motorized transportation options, increasing the overall capacity of the
transportation network; and
WHEREAS, Living Streets will help the City of Edina reduce greenhouse gas emissions
as more people choose an alternative to the single occupant vehicle; and Living Streets is
consistent with the US Mayors Climate Protection Agreement and the City's participation in the
Green Steps Cities program; and
WHEREAS, Living Streets support economic growth and community stability by providing
accessible and efficient connections between home, school, work, recreation and retail
destinations by improving the pedestrian and vehicular environments throughout communities;
and
WHEREAS, Living Streets enhance safe walking and bicycling options for school age
children, in recognition of the objectives of the national Safe Routes to School program; and
WHEREAS, Living Streets provide environmental and social benefits including but not
limited to:
1) Improving stormwater quality
2) Providing traffic calming measures
3) Enhancing community feel
4) Promoting active living
5) Improving biking and walking conditions
6) Protecting and enhancing the urban forest
THEREFORE, BE IT RESOLVED, that in order to develop and maintain a safe, efficient,
balanced and environmentally sound city transportation system for people of all ages and
abilities, transportation and development projects shall incorporate a philosophy that expands
transportation choices and further incorporates the Living Streets theme and key concepts listed
above; and
BE IT FURTHER RESOLVED, the ETC in collaboration with staff shall prepare a Living
Streets Policy/Plan and staff shall concurrently review city ordinances, engineering standards,
policies, and guidelines in order to make recommendations ultimately to the City Council on a
Living Street Policy/Plan that will reduce impacts to the environment, be practical and
economical, while also meeting community and stakeholder needs consistent with Living Streets
concepts.
7 Draft 5/13/11
Excerpts from 2008 Comprehensive Plan
Chapter 4: Land Use Goals-
1. Protect and preserve the essential character of existing residential neighborhoods (p. 4-21)
6. Increase mixed use development where supported by adequate infrastructure to minimize traffic
congestion, support transit, and diversity tax base (p. 4-22)
7. Increase pedestrian and bicycling opportunities and connections between neighborhoods, and with
other communities, to improve transportation infrastructure and reduce dependence on the car (p. 4-22)
8. Ensure that public realm corridor design is contextual, respectful of adjacent neighborhood character
supportive of adjacent commercial and/or mixed use development, promotes community identify and
orientation, and creates the highest quality experience for pedestrians, cyclists, and transit users (p. 4-22)
Land Use and Transportation Interface
There is a fundamental link between land use planning and transportation planning. The
transportations system must function as a network that links a diversity of uses in a manner that
promotes efficient multi-modal travel (motor vehicles, bicycle, transit and pedestrian). Chapter
7 of this Comprehensive Plan deals with transportation, and responds to and supports the land
use and community design policies presented in this chapter. (p. 4-22)
Land Use Policies-
3. Edina has evolved to a large degree into a community defined by roads. The City's roads should
continue to evolve to act as connectors, rather than as barriers. The city will incorporate amenities and
infrastructure into Its public corridors to make them beautiful, efficient, multi-modal public spaces.
5. In reviewing developing proposals, the City will examine how land use and transportation are
integrated to ensure that new development and redevelopment expands non-motorized travel options.
6. The City will maintain the current open space and wetlands acreage and seek to expand it whenever
possible.
8. The City will grow and develop in a sustainable manner that will protect its high quality natural
environment, promote energy efficiency and conservation of natural resources, and minimize the impacts
of buildings on the environment over the lifetime of each building. (p. 4-34)
Staging Development: Small Area Plans—
These Small Area Plans may include planning principles such as:
1) Area or neighborhood land use pattern and design that encourages walking and transit use
2) High degree of connectivity to existing and new public (and active private) spaces to encourage physical
activity, social interaction, and optimal land use
3) Smaller parking footprints
4) Reduction in impervious surfaces and associated storm water runoff (p. 4-35).
Citywide Movement Patterns and Public Spaces—
Principles:
8. Design public open and green linkages that bring both amenity and positive image to
neighborhoods, corridors, and business precincts.
9. Design public streets to serve not only vehicles but also pedestrians, people with mobility
disadvantages and bicycles, balancing the spatial needs of existing and future users within the
right-of-way. Address both mobility and recreational needs and opportunities.
10. Create walkable streets that foster an active public life;
11. Protect and improve the urban forest, including street trees and related landscaping, in order to
provide shade and shelter for pedestrians and screening for parking and service uses.
12. Create and promote environments that make it safe and convenient for people to integrate
physical activity into their daily routines.
8 Draft 5/13/11
13. Recognize and integrate Edina's historic landscape features, such as its stone walls and gateways,
into the design and redesign of streets, paths and pedestrian ways.
14. Promote a clear hierarchy of street types of distinctive and differentiated character that are
defined by landscape and pedestrian amenities as well as adjacent buildings. Within larger
redevelopment sites, promote a fine-grained and interconnected network of local streets and
paths, encouraging pedestrian circulation and providing a choice of access points (p. 4-36. See
also Guidelines of 4-37-39).
Guidelines: Medium- and High-Density Design (All Uses)—
A Pedestrian-Friendly Environment: Improving the auto-oriented design pattern discussed above
under "Issues" will call for guidelines that change the relationship between parking, pedestrian
movement and building placement.
Landscaping: Provide visual screening and privacy to buffer cars from people, provide visual relief and
allow stormwater infiltration in parking lots. Permeable hardscape, where appropriate, is preferred
over blacktop or traditional paving.
Parking: Evaluate current parking standards in order to encourage shared parking and minimize the
visual impact of surface parking.
• Design surface parking to maximize stormwater infiltration and allow for groundwater
recharge, using infiltration swales, pervious pavement or similar techniques
• Where vehicle parking requirements exist, implement minimum bicycle parking standards as
well (p. 4-45).
Movement Patterns:
• Provide sidewalks along primary streets and connections to adjacent neighborhoods along
secondary streets or walkways.
• Limit driveway access from primary streets while encouraging access from secondary streets.
• Encourage enhanced transit stops, including shelters, shade and seating where feasible.
• Provide pedestrian amenities, such as wide sidewalks, street trees, pedestrian-scale lighting,
and street furnishings (benches, trash receptacles, etc) (p. 4-47).
Implementation—
Provision for urban forest protection and improvement consistent with Plan guidance for creating a
pleasant pedestrian environment, screening parking areas, providing the benefits of landscaping, and
restoring environmental processes that a tree canopy provides the biological community. These provisions
may include at tree preservation ordinance. Other measures may also be considered to ensure
appropriate tree replacement and management of our urban forest (4-56).
Chapter 7: Transportation
Goals and Policies: Transportation—
Goals:
1. Maintain and enhance mobility for residents and businesses through creation and maintenance
of a balanced system of transportation alternatives.
2. Implement a fully multi-modal transportations system that supports the land use vision and
future land use plan for managing and shaping future growth.
3. Minimize the impacts of the transportation system on Edina's environment and neighborhood
quality of life.
4. Reduce the overall dependence on the use of single-occupant vehicles by promoting land use
patterns that allow forshorter vehicular trips ad the use of alternative travel options.
5. Ensure that all Edina's residents, workers, and visitors, including those with transportation
disadvantages, have viable travel options.
6. Promote a travel demand management program through a coordinated program of regulations,
marketing, and provisions of alternative travel options.
9 Draft 5/13/11
7. Provide multiple travel options for transit users, pedestrians, bicyclists, and rideshare users, as
well as for drivers of private automobiles.
8. Support attractive and high performance transit service connections.
9. Manage parking provision to encourage joint and shared use of facilities, ride-sharing (car pools
and van pools), bicycle parking, and increased transit use (p. 7-38-39).
Policies
Roadway Design:
5. Design/enhance collector and arterial roadways to minimize through traffic on local streets in the
functional classification system, and to be compatible with other transportation modes including transit,
bicycle and pedestrian.
6. Use adequate transitions and buffers including, but not limited to, earth berms, walls, landscaping and
distance to mitigate the undesirable impact of high volume roadways.
8. Encourage beautification of local roadways, where appropriate, with amenities such as boulevard
streets, decorative street lighting, and monuments.
9. Monitor and address transportation requirements associated with demographic trends, such as an
aging population (p. 7-39-40).
Parking:
2. Continue to limit on-street parking in and near congested commercial areas.
Pedestrian/Bicycle:
1. Provide accessibility to pedestrians and bicycles at major activity centers, including necessary
storage facilities.
2. Create pedestrian and bicycle interconnections among major generators, with continuity across
major roadways and other barriers.
3. Review and recommend construction of pedestrian and bike paths throughout Edina
cooperatively with the Three Rivers Park District and Hennepin County.
4. Promote safe walking, bicycling and driving. Promote vehicle drivers respect for bicycles and
pedestrians along with bicyclists and pedestrian observation of signs and sue of designed paths
for travel.
5. Support inclusion of pedestrian and bicycle access planning when upgrading roadways, bridges
and redevelopment projects.
6. Provide sidewalks and safe crossings for areas of potential pedestrian/vehicle conflicts, including
high-traffic streets, commercial areas, areas with transit access, and in high-density residential
locations.
7. Provide appropriate signage in areas of potential conflict between pedestrians and automobile
traffic.
8. Separate pedestrian traffic from bicycle traffic to ensure desired safety conditions. When a bicycle
facility is provided, considerations should also be given to providing a corresponding pedestrian
way where possible. This could be as a separate facility or through striping.
9. Support recommendations of the Comprehensive Bicycle Transportation Plan for implementation
(7-43-44)
Comprehensive Bicycle Transportation Plan—
Vision:
The guiding vision for this document is to support the gradual transportation of the City of Edina
into a "progressive bicycle-friendly community where citizens can easily integrate cycling into
their daily lives" (p. 8).
Guiding Principles
The following goals and principles guide the recommendations included in this Plan:
10 Draft 5/13/11
Improving Safety: proactively addressing existing hazardous conditions, assigning dedicated road
space to cyclists, and alerting motorists of their presence will help improve safety and
convenience for all users of Edina's streets and sidewalks.
Connecting to Local and Regional Destinations: Providing safe and convenient connections to
destinations in Edina and neighboring communities will increase bicycle use and help lower
demand on Edina's overall automobile transportation system. Connecting to the growing network
of regional trails will expand the number of potential destinations available to Edina citizens and
provide increased access to our region's recreational and transportation assets.
Safe Routes for All: Bicycling can serve the mobility needs of people over a wide range of ages and
abilities. Providing a network of safe and comfortable bicycle routes to schools and parks will be
an important builder of healthy life-long habits of actives living and independence for children,
seniors and other adults.
Bicycling As A Base For Community Health: A safe and inviting bicycle transportation network will
help improve community health by increasing opportunities for active transportation and active
living for all of Edina's citizens.
Bicycling As A Useful Transportation Option In Edina: A high quality bicycle network will make it
easy and convenient for people in Edina to choose cycling as a way to meet at least some of their
transportation and mobility needs. A network of safe, convenient and easily accessible routes will
expand and use of the bicycling as a useful transportation option in Edina (p. 8-9).
Chapter 9: Parks, Open Space, and Natural Resources
Natural Resources Conservation and Management
Goals:
4. Conserve, and replace as necessary, Edina's urban forest to ensure the long-term vitality and viability of
this integral part of Edina's overall identity and attractiveness (9-21)
Policies:
5. Create a program for maintaining trees throughout the City, and replacing them as necessary (p. 9-22).
Walking and Biking Trails Pathways Plan
Policies:
2. Continue to work with the Bike Edina Taskforce and Public Works staff to implement the new bike
pathway master plan for the Cit of Edina. The objective is to identify the best routes for connecting
existing and future internal park trail systems, as well as to identify the most appropriate routes for links
to regional systems, as well as to identify the most appropriate routes for links to regional trails that will
connect to neighboring community trails (p. 9-26).
Chapter 10: Energy and Environment
Goals and Policies—Air
4. Encourage property owners to plant trees along roadways where possible to help reduce traffic noise
and absorb carbon dioxide
Chapter 11: Community Services and Facilities
Environmental Health/Public Health
Goals and Policies:
1. Ensure an Effective Local Government Public Health System.
11 Draft 5/13/11
• Inform, educate and empower people about health issues
• Mobilize community partnerships and action to identify and solve health problems
• Develop policies and plans that support individual and community health efforts
2. Reduce Behavioral Risks that are Primary Contributors to Morbidity/Mortality.
Behavioral risks that contribute to morbidity and mortality include tobacco use, alcohol and
other drug use, physical activity/inactivity, nutrition, and weight management. A strategy for
reducing these behavioral risk factors is:
• Health education and promotion of health lifestyles and healthy living.
3. Promote Health for All Children, Adolescents, and their Families.
• Work with the Park and Recreation Department to implement the requirements of the
"Fit City" program.
4. Promote Well-Being of the Elderly, Those with Disability, Disease or Chronic Illness.
• Fostering healthful behaviors such as good nutrition, physical exercise, medication
management, obtaining flu shots, efforts to reduce isolation and promote mental health
(p. 11-12-13).
12 Draft 5/13/11
Edina Living Streets Project
Policy Development and Implementation
Attachment 2: Edina Living Streets Policy Development Workshop
Page 18
To: Edina Transportation
Commission
From: Wayne D. Houle, PE
City Engineer
Date: March 15, 2012
Subject: Living Streets Workshop
Recap
Agenda Item No.: VI.E.
ACTION:
• Recommendation/Motion
3 Discussion
El Information
REGULAR TRANSPORTATION COMMISSION MEETING
REPORT/RECOMMENDATION
Info/Background:
This item was continued from the February 16, 2012 ETC Meeting.
ETC Chair and ETC Members who attended the Living Streets Workshop will provide an
update of the February 15 Living Streets Workshop. Attached are workshop notes compiled
by ETC Chair Janovy. Also attached are the slides from the night-before workshop.
Attachments:
• Complete Street Workshop Notes
• Complete Street Night-before Workshop Presentation
G:\Englneertng\Infrattructure\StreetsVrattic\TRANSP COMM\ Agendas\ 2012 R&R 20120315 V0120315 Ilern VI E living Streets Workshop Recap.docx
How would your community benefit
from a Living Streets policy?
• Safe access to parks, local and 9-mile trail • Interconnectiveness of trails to residents
• Good for business, improve access to non- • Multi-use landscaping; environment and
drivers beauty
• Safety "free range kid" environment • Redefining streets to include social .
• Age in place connections
• Quality of life • Community building
• Good marketing and image • Increased real estate values
. • Preserve and enhance natural assets Model for statewide efforts
• Connectivity—social and physical • Creating better destinations through more
• Creating places to gather trans mode access
• • improved access to other trails Healthier places and people
• Safe routes to schools • Reduce transportation costs for school
• More value for assessment dollars
• Creative community with competitive edge • Creating neighborhood meeting places
• Looking at street projects systematically
• Decision making guidelines
• Better informed community
district, less cost for roads
1
• Equity of options
• Serve all users in an increasingly diverse city
Exercise: decision--making process
— Trans Commission and to council
What in this process is keeping you
from creating living streets?
— Design charettes
— Public education campaign
citywide
— Walking tour
— Development process preceding
design
— Vision exercise
— Baseline policy and informing
people
— Using exceptions to guidelines
— Identifying stakeholder
• What current documents are
relevant to development of a living •
streets policy?
— Comprehensive plan,
transportation chapter
— Ordinances
CIP
— Bike plan
— Assessment policy
— Green step cities
— MN DOT standards
— Local standards
• What is the process used to make
decisions now?
— Start with a study
— Each street has a different process
— Notices in advance, neighborhood
notices
3/8/123/8/12
Edina Living Streets Policy Development Workshop Notes
I. What will be the vision behind a new Living Streets policy?
Living Streets balance the needs of motorists, pedestrians, bicyclists, and transit
riders in a way that promotes safety and convenience and enhances community
identity, economic vitality, and opportunities for active living, better health, and
environmental sustainability,
Living Streets:
• Create space for community connections
• Encourage children to walk and bike regularly
• Makes Edina a place where friends and relatives want to visit or walk
• Are tree lined
• Make walking or biking an easy choice
• Fit with land use policy and mixed use developments
• Apply to new projects and reconstruction
• Are a place where you want to walk
• Eliminate barriers to key destinations
• Provide infrastructure that encourages walking and biking in an attractive
environment
• Give people options
It was noted that the vision statement should be something that residents aspire to;
it should be inspirational; and it should be visual (so people can see it).
2. Which users and modes will be included?
• All modes, all users, and all abilities
• Four priorities:
o Safe access for all 'users
o Streets will vary in character (context sensitive)
o Transportation network will enhance neighborhoods
o Will incorporate green management
• Additional attributes:
o Foster income equity
o Pedestrian-oriented design
o Connect people, not just places
o Foster active lifestyles
o Be inviting places
o Support healthy commerce
o Be sustainable
3a. How will the policy address Living Streets needs in scoping, planning,
design, construction, operations, and maintenance?
Living Streets include consideration of all elements of complete streets—all modes
and users. Living Streets look to create more value for the investment. Process to
include property owners/residents in the design. City provides information as a
factual basis for decision making. Residents should be asked for positive
identification of wants and goals, not negative "problems." Funding for Living Streets
should come from shared public funds, rather than special assessments. City should
pursue budget alternatives to minimize direct costs to residents.
3b. To which types of projects will the policy apply (new construction, •
reconstruction, resurfacing, restoration, rehabilitation, operations, retrofits,
and other maintenance)?
All of the above.
4. What exceptions will the policy make, and how are the• exceptions
approved? Is there accountability?
• Incorporate FHWA list for exceptions
• Refer to Comp Plan and other approved documents
• Have process that includes study and analysis, staff recommendation, ETC
review and City Council approval
5. How will the policy address the needs to create a network for all users?
How will it encourage connectivity?
The policy wi►l identify and then help to overcome barriers to active transportation.
It was noted that the city should have a policy of not vacating transportation right of
way. There was a discussion about identifying existing right of way easements that
may not be obvious and considering whether these could be developed for
pedestrian and/or bicycle paths,
6. Which roads would be covered by the proposed policy? How will it
apply to roads under another agency's jurisdiction?
All roads within the city's jurisdiction (local and collector) will be covered. PUD will
give city leverage over private roads. The city can seek to partner with other
agencies to influence decisions re: roads not within the city's control.
7. Will design guidelines be specified the policy? If so, which ones? How can
it address the need for design flexibility in balancing the needs of all users?
Policy should include a palette of design options for street types and should provide
guidelines for minimum design.
8. How will the policy take adjoining land use/context into account?
City will inventory building and zoning codes to bring into agreement with Living
2
Streets principals and minimum design guidelines. Policy will include a palette of
design options for street types and minimum design guidelines, from which
developers can choose. Form-based zoning, which has less detail about what uses
are permitted and more detail about size, shape, and 'features.
9. How will you know if the policy is working? What performance measures
should be considered?
• Percent of bicycle and pedestrian network completed
• Measurement of mode shift
• Surface water management plan—reduction in impervious pavement
• Resident/community satisfaction
• Traffic volumes and speeds
10. What implementation steps will be mentioned in the policy?
• Modify City code •
• Review, modify, delete out-dated policies
• Review special assessment policy
• Educate neighborhoods—communicate
• Prioritize projects in CIP—prioritize by modes; prioritize by vulnerability (in
other words, look at which users are most vulnerable and address their
safety, access, convenience first)
• Develop options for design palette
• Design charrettes
• Seek out additional funding/grants
3
Edina Living Streets Project
Policy Development and Implementation
Attachment 3: Example Living Streets Implementation Templates
Page 19
WALK 6' BIKE 6' BIKE 10.5' DRIVE 10.5' DRIVE
LANE LANE LANE LANE
30' ROAD WIDTH R.O.W. BOULEVARD BOULEVARD R.O.W.
141. .t6., •
STREET TREES PLANTED WITHIN OR OUTSIDE
RAINWATER GARDEN AS APPROPRIATE
CONCRETE CURB
AND GUTTER
CATCHBASIN OR
MANHOLE WITH
POROUS WATER
QUALITY BAFFLE
CONCRETE CURB
3" AND GUTTER
WITH CURB CUTS
AT RAINWATER
GARDENS
RAINWATER
GARDEN
RAINWATER
GARDEN
INTERLACHEN BLVD, ALT. B (EDINA BICYCLE PLAN)
DRAFT
COLLECTOR STREET TEMPLATE 1
SCALE .11 BEET
-0-
1 1 I 5 10
WALK RAINWATER
EXAMPLES OF STREET EDGE
ALTERNATIVES ARE SHOWN. EVERY
STREET IS UNIQUE AND THE STREET EDGE
TREATMENTS MUST BE EVAWATED ON A
PROJECT-BY-PROJECT BASIS.
TRACY AVE. (EDINA BICYCLE PLAN)
COLLECTOR STREET TEMPLATE 2
• STREET TREES PLANTED WITHIN OR OUTSIDE
RAINWATER GARDEN AS APPROPRIATE
45.
CURB INLET AND
MANHOLE WITH
POROUS WATER
QUALM, BAFFLE,
OVERFLOW TO
RM SEWER OR
BSURFACE CONCRETE CURB
INFILTRATION AND GUTTER
WITH CURB CUTS
CONCRETE CURB AT RAINWATER
AND GUTTER GARDENS
GARDEN
10' DRIVE 10' DRIVE
LANE LANE
33' ROAD WIDTH
DRAFT
BOULEVARD R.O.W.
6' BIKE
LANE
6' BIKE
LANE
R.O.W. BOULEVARD
RAINWATER 15' MIN. YIELD 7' PARKING DEPRESSED WALK
GARDEN D R.O.W.
BOULEVARD
BOULEVARD
LANE LANE
22' TO 24' ROAD WIDTH R.O.W. BOULEVARD
STREET TREES PLANTED WITHIN OR OUTSIDE
RAINWATER GARDEN AS APPROPRIATE
ONE-SIDE •
PARKING
CONCRETE CURB
AND GUTTER
WITH CURB CUTS
CURB INLET AND
MANHOLE WITH POROUS
WATER QUALITY BAFFLE,
OPPORTUNITY TO
DIVERT FLOW TO STORM
SEWER OR SUBSURFACE
INFILTRATION
CONCRETE CURB
AND GUTTER
SCA.
LOW VOLUME LOCAL ROAD
LOW VOLUME LOCAL RESIDENTIAL STREET TEMPLATE 1
STREET TREES PLANTED WITHIN OR OUTSIDE
N.,
RAINWATER GARDEN AS APPROPRIATE
ONE-SIDE
PARKING
SWALE CHECK
DAMS WITH
71* OVERFLOW
REQUIRED ON
. SLOPED
BOULEVARDS,
FOR EXAMPLE,
AT DRIVEWAYS
CONCRETE
RIBBON EDGE
CONCRETE
RIBBON EDGE
• t u•'--
1,
5
SCALE iN iter
INFILTRATION 1S' MIN. YIELD 7' PARKING INFILTRATION WALK EXAMPLES OF STREET EDGE
SWALE LANE LANE SWALE ALTERNATIVES ARE SHOWN. EVERY
STREET IS UNIQUE AND THE STREET EDGE
R.O.W. BOULEVARD 22' TO 24' ROAD WIDTH BOULEVARD R.O.W. TREATMENTS MUST BE EVALUATED ON A
LOW VOLUME LOCAL ROAD PROJECT-BY-PROJECT BASIS.
THE CURBLESS SECTION IS PROPOSED
ONLY FOR THOSE LOW VOLUME
LOCAL ROADS THAT CURRENTLY DO LOW VOLUME LOCAL RESIDENTIAL STREET TEMPLATE 2 NOT HAVE CURB AND GUTTER.
Edina Living Streets Project
Policy Development and Implementation
Attachment 4: Proposed Edina Living Streets Planning Process
Page 20
I
BARR HRGreen
Edina Living Streets Project — Phase 2
Proposed Work Planning Process Work Plan
As part of Phase 2 of the Edina Living Streets Project, HR Green and Barr Engineering will complete a
process resulting in the development of a comprehensive Living Streets Plan for the City of Edina. As
described in the Edina Livings Streets policy Technical Memorandum developed as part of Phase 1, our
multi-tiered approach will focus on understanding the range of users, modes, routes, and destinations
within the city, as well as environmental considerations such as stormwater management. Our unique
stakeholder oriented process will result in the development of an implementation process which will
support the City's Living Street goals.
Task 1: Project Management
The project manager will ensure the delivery of quality products on schedule and on budget, as well as
foster a cooperative spirit through strong and continuous communications. Our approach to project
management includes weekly staff meetings via conference call with the local project manager and/or the
Living Streets Committee chair (as needed), as well as regular Project Management Team (PMT)
meetings at critical decision points throughout the study process (see Task 2).
Task 2: Stakeholder Engagement
As ongoing stakeholder engagement is inherent to the success of the Edina Living Streets Plan and
implementation of Living Streets in Edina, widespread and ongoing stakeholder engagement is
necessary. The study will include a unique approach to public process which follows the same steps as a
traditional process, but engages stakeholders differently. The stakeholder engagement process will follow
three distinct phases: 1) stakeholder goal-setting, 2) stakeholder development of measures of
effectiveness to meet the goals, and 3) stakeholder evaluation of project. The development of goals and
measures of effectiveness (phases 1 and 2) will occur as part of the living streets planning process, while
the project evaluation (phase 3) would take place as part of the implementation of individual projects and
would be used to calibrate the designs to stakeholder expectations. Stakeholder meeting content and
format will facilitate stakeholders through the plan development process, leading to the development of a
Living Streets Plan calibrated to the unique viewpoint of each modal group and widely supported by
stakeholders and users. The following list identifies the key stakeholder groups and public engagement
activities proposed:
• Project Management Team (PMT) - The Edina Living Streets Committee formed as part of phase
1 of the Edina Living Streets Project will serve as the Project Management Team (PMT) for the
study. The PMT will meet regularly throughout the course of the study to review analysis, guide
the overall study process, review input generated by public involvement activities, evaluate
deliverables, and approve the Edina Living Streets Plan findings and recommendations. It is
anticipated that the PMT will meet at Edina Public Works once per month through the duration of
the study.
• Technical Advisory Committee (TAC) — The Technical Advisory Committee (TAC) will be
composed of technical staff identified by the PMT. Membership is anticipated to include
representatives from various City departments (i.e., public works, community development, etc.),
MnDOT, Hennepin County, Three Rivers Park District, local watershed districts, as well as other
agency representatives identified by the PMT. The TAC will meet three times at critical study
milestones in order to provide technical input on issues and opportunities, review the study
proposals and recommendations, and report back to their respective agencies.
• Neighborhood Advisory Committee (NAC) — The Neighborhood Advisory Committee (NAC) will
be composed of representatives from key community groups, including residents, local
Edina Living Streets Project — Phase 2
Proposed Planning Process Work Plan
businesses, community interests, schools, seniors, and members of the PMT. The NAC will meet
three times at critical study milestones in order to advise on issues and opportunities, provide
input, review the study proposals and recommendations, and report back to their respective
groups. NAC meetings will be held at a central location to be determined by the PMT, such as
the Edina Community Center.
• Focus Groups — Individual meetings will be held with several important public/private
stakeholders, including the business community, public safety (sheriff, police, and other
emergency responders), environmental agencies (parks and watershed districts), school district
representatives, and utility companies. The purpose of these meetings is to directly engage the
key stakeholder groups early in the study process and solicit input on study issues and
opportunities.
• Edina Transportation Commission — The Edina Transportation Commission will be the policy-
making body governing this study and will be responsible for consideration of study
recommendations, approving study products, and implementing recommendations. The study
team will conduct up to two (2) meetings with the Edina Transportation Commission, one early
and one late in the study process.
• Open House Public Meetings — Two public open houses will be help early and late in the process
to provide opportunities for the general public to participate in the study process.
• Proiect Website — A project website (hosted by the City) will be developed and updated
periodically throughout the study process (three-updates) in order to inform stakeholders on
upcoming public meetings, provide study updates, and advise the public on key study analyses
and recommendations.
Task 3: Existing System Assessment
The intent of this task is to develop a comprehensive understanding of the existing roadway system and
infrastructure within the City of Edina, in order to guide prioritization of future investments. The study
team will study all relevant documents and materials including the Edina Comprehensive Bicycle
Transportation Plan (2007), Edina Comprehensive Plan (2008), and the Edina Comprehensive Water
Resources Management Plan Update (2009). This information will be supplemented with additional data
(as available), including the following: vehicle, pedestrian, and bicycle traffic volumes; existing and
proposed roadways, trails, and sidewalks; existing and proposed transit routes and boardings and
alightings data; pedestrian, bicycle, and transit system plans; community comprehensive and land use
plans; and local development/redevelopment plans.
This task initiates the stakeholder engagement process, including meetings with the PMT, TAC, NAC,
and the general public. The information collected will be vetted and expanded through ongoing
stakeholder engagement, leading to a comprehensive understanding of the existing infrastructure system
by mode. This task will result in the mapping of the key corridors and the identification of existing gaps,
barriers, and opportunities from multiple modal perspectives. As an example, from a pedestrian
perspective the creation of an enhanced pedestrian corridor along France Avenue between the 70th
Street and 66th Street would provide an opportunity to overcome the barrier created by France Avenue
and the cross streets within the area. From a bicyclist perspective on the same corridor, there is a need
to provide enhanced connections to the wider city and regional bicycle networks, such as the Edina
Promenade and the proposed regional trail along 76th Street. From a modal perspective, project termini
will vary (i.e., four blocks for a sidewalk and 0.5 miles for the bike trail).
Task 4: Identification of Street Typologies
The Living Streets Plan must seek to balance the need to move traffic, encourage non-motorized
transportation, accommodate differences in neighborhood character, support land use type (residential,
commercial, industrial), capture and treat stormwater, expand the urban forest. To balance these
Page 2
Edina Living Streets Project — Phase 2
Proposed Planning Process Work Plan
sometimes competing objectives it is important to understand the characteristics of the Edina street
system. The information developed in Task 3 will be used to identify a range of street typologies within
the city, based on common characteristics (i.e., traffic volumes, importance to the pedestrian and bicycle
networks, land use, etc.). These street typologies will include categories for both roadway segment and
intersection treatments. This process will expand upon the existing functional classification of the city's
streets based on land use and context (i.e., commercial areas, schools, parks, etc.). The resulting street
typologies will be used to guide the design of improvements.
Task 5: Design Guidance
The Edina Living Streets Plan will include a range of design guidelines and tools correlated to the Street
Typologies described in Task 4. This task will include the development of a toolbox of best practices for
pedestrian/bicycle facility improvements, stormwater management techniques, and active living practices,
as well as illustrative design templates for the most common street typologies (assumes up to 12
templates). This design guidance will be used to inform the project evaluation process (see Task 6) and is
intended to supplement and guide standing practices related to City of Edina streets.
The living streets toolbox and templates are intended to provide design guidance and should be
implemented in a flexible manner with specific design elements developed on a project-by-project basis.
The goal of this design guidance is to encourage non-motorized transportation, achieve impervious
surface reduction and stormwater treatment in the right-of-way, and to create less resource consumptive
streets that serve the people of Edina.
Task 6: Project Evaluation Process
The Edina Livings Streets Vision sets the stage for a holistic re-invention of the City's street system. In
order to implement this vision, the appropriate modal balance and functionality of each street must be
evaluated prior to design of the project. In order to facilitate this understanding, the Edina Living Streets
Plan will establish a unique project evaluation process. Using the street typologies (Task 4) and design
guidance (Task 5) as a starting point, a process to evaluate the context, modal balance, and functionality
of each project will be developed.
This checklist style approach generally begins with defining the real problem (i.e., problem statement)
being addressed in a given project and understanding the varying characteristics of the project area in
terms of roadway segments and intersections. Targeted technical analysis is completed to build this
understanding. Included are traditional traffic analyses such as highway level of service (LOS) and safety
evaluation, as well as an additional level of analyses to define modal priorities such as multimodal LOS
calculations, off-peak analysis, multimodal safety review, and modal travel shed delineation.
A functional analysis is then completed to understand modal priorities and site specific issues such as
land use and environmental considerations. This evaluation will allow the project to be calibrated to the
unique context of a given location, rather than simply applying traditional design standards. As an
example, both France Avenue and Vernon Avenue are functionally classified as A-Minor Arterial routes.
As France Avenue provides vehicle access to region retail and job centers, its modal priorities would be
very different than Vernon Avenue which serves neighborhood commercial and single family residential
uses. Determining the appropriate modal emphasis will allow a project to be designed with the
appropriate range of users in mind.
A check list of other contextual considerations will be developed to further refine the project problem
statement. Considerations such as jurisdiction, land use, overlapping initiatives (i.e., is the project
identified in the Bike or Safe Routes to School Plan?), and stormwater concerns should also be explored
in an effort to identify project synergies or "win-win" situations. .
This process will culminate in the selection of design elements based on common street typologies (Task
4) and design guidance (Task 5), but also calibrated to the individual project site based on stakeholder
expectations, jurisdictional requirements, modal balance, and the functionality. This task will result in the
development of a work flow process and a series of checklists to guide project implementation.
Page 3
Edina Living Streets Project — Phase 2
Proposed Planning Process Work Plan
Task 7: Final Report
By starting with the end product in mind, the project team will shape the final report throughout the study
process. The final report is anticipated to include the following elements:
• Introduction and background
• Existing systems inventory
• Street typologies
• Design guidance
• Project evaluation
• Identification and prioritization of projects
Page 4
Traffic Safety Committee Report, Item B.2.
The request for an All-Way Stop at the intersection of Sunnyside and Grimes dates back
to the Northeast Edina Transportation Study (NEETS) and a City Council motion on April
21, 2008:
Member Housh moved that the council accept the compromise plan presented by
the Country Club representatives provided that i) sidewalks be installed across
existing islands as recommended in the Northeast Edina Traffic Study, ii) the final
location of crosswalks be determined by the City Engineer based upon the
conceptual locations shown in the compromise plan, and iii) the proposed
reduction in speed limits to 25 mph be deferred to a later date. Further, i) all
recommended vertical and horizontal realignments of streets in the northeast
Edina study area outside of the Country Club district be deleted as planned
improvements provided that ii.) pedestrian-related improvements in this area be
pursued at the appropriate time. Further, pedestrian-related improvements
for the Morningside area be undertaken per the recommendation of the
Morningside Neighborhood Association with the understanding that the
stop signs proposed for the Grimes and Sunnyside intersection will be
referred to the Traffic Safety Committee for review and recommendation.
Here is background on the Morningside Neighborhood Association recommendations,
from the April 21, 2008 meeting minutes:
Jennifer Janovy, 4616 Inglewood Avenue, speaking on behalf of the Morningside
Neighborhood Association Steering Committee, read a statement and used
graphics to depict the Morningside area responses to the comment cards. She
stated they do not support the North East Edina Transportation Study Residential
Safety Improvements, and asked that all vertical measures be removed from the
Traffic Safety Improvements. Ms. Janovy outlined the improvements her group
wished to have maintained: the sidewalks on the north side of 42nd from Oakdale
to France and on Grimes from 42nd to Inglewood, the crosswalk on Sunnyside
at Grimes; and the center island with mid-block crosswalk on W 44th at Kojetin
Park. They requested that the following be added: sidewalk on France Avenue
from 47th to Sunnyside and a stop sign at the crosswalk on Sunnyside at
Grimes. They would like more police presence. Ms. Janovy said the steering
committee supported the alternative proposal and pointed out they did not favor
raised crosswalks.
The image on next page shows the suggested improvements for this intersection from
the 11/28/07 Country Club project feasibility study. The study proposed a raised
intersection with marked crosswalks. The Council deleted the raised intersection, but
directed that "pedestrian-related improvements in this area be pursued at the appropriate
time." Marked crosswalks are pedestrian-related improvements.
8/16/12 1
Proposed improvements at Sunnyside and Grimes intersection from 11/28/07 feasibility study
Below is how the intersection looks today:
8/16/12
2
Current conditions:
There is a Stop sign on southbound Grimes at Sunnyside. There is a Stop sign on
Sunnyside at Arden. There are no other Stop signs on Sunnyside between Arden and
France Avenue.
There is a marked crosswalk on Sunnyside at Arden. Curb ramps exist for crosswalks as
shown in the feasibility study image; these crosswalks are not marked. There are no
other marked crosswalks between Arden and France Avenue.
Need to Multi-Way Stop:
The City's All-Way Stop policy states that the provisions of the MNMUTCD will be
followed. The MNMUTCD provides Standards (must), Guidance (should) and Options
(may) for evaluating intersection controls.
"The decision to install multi-way stop control should be based on an engineering
study."
Motor vehicle speeds (all approaches), motor vehicle volumes, pedestrian and bicycle
volumes, and crashes should be measured. The TSCR does not include speed,
pedestrian and bicycle volume, motor vehicle volume for each intersection approach,
and crash data.
Optional considerations are also listed, including "An intersection of two residential
neighborhood collector (through) streets of similar design and operating characteristics
where multi-way stop control would improve traffic operational characteristics."
Sunnyside and Grimes are both residential neighborhood streets that function as
collectors. Traffic data from the NEETS showed 2413 vpd on Sunnyside (east of Townes
Road) and 1273 vpd on Grimes (south of W. 441h ). 85th % speeds were 35 mph and 30.7
mph, respectively.
The term 'traffic" includes bikes and pedestrians. Crossing Sunnyside at Grimes is
challenging due to high vehicle speeds and volumes. The slight curve from Arden to
Grimes and the curb extension at Sunnyside and Grimes can make it difficult to judge
eastbound traffic coming from the stop signs at Arden.
Although the MNMUTCD allows consideration of optional criteria, the TSCR does not
indicate that optional criteria were considered. It appears that the historical context of
this request, including the Council motion on April 21, 2008, was also not considered.
Conclusion:
The TSC recommendation to deny the request for multi-way stop control at the
Sunnyside and Grimes intersection should be re-evaluated in light of the information
provided above.
8/16/12 3