HomeMy WebLinkAbout2017-04-20 Meeting PacketAgenda
Transportation Com m ission
City Of Edina, Minnesota
Community Room
Thursday, April 20, 2017
6:00 PM
I.Call To Order
II.Roll Call
III.Approval Of Meeting Agenda
IV.Approval Of Meeting Minutes
A.Approval of Minutes - Regular Meeting of Ma rch 16, 2017
V.Community Comment
During "Community Comment," t he Board/Commission will invite resi dent s to share r elevant
i ssues or concerns. Individuals must l i mi t t heir comments to three mi nutes. The Chair may limit
the number of speakers on the same i ssue in t he int erest of time and topic. Gener al ly speaking,
i tems that ar e elsewhere on tonight's agenda may not be addressed dur i ng Communit y Comment.
Indi vi dual s should not expect the Chai r or Boar d/Commission Member s to respond to t heir
comment s tonight. Instead, the Board/Commi ssion might refer the mat ter to st a% for
consi derat i on at a future meeting.
VI.Reports/Recommendations
A.France Avenue/I-494 Sa fety Study Recommendations
B.2016 Pedestrian a nd Cyclist Safety Fund Summa ry Report
C.Tra,c Safety Process Rev iew Update
D.Tra,c Safety Report of April 5, 2017
VII.Correspondence And Petitions
VIII.Chair And Member Comments
A.ETC Joint Work Session with City Council: Discussion
IX.Sta 8 Comments
X.Calendar Of Events
A.Schedule of Meeting a nd E v ent Dates as of April 20, 2017
XI.Adjournment
The City of Edina wants all res idents to be c om fortabl e bei ng part of the
publi c proc ess . If you need as s is tanc e i n the way of heari ng am pli :c ation, an
interpreter, large-print doc um ents or s om ethi ng els e, pleas e c al l 952-927-8861
72 ho urs in advance of the m eeting.
Date: April 20, 2017 Agenda Item #: I V.A.
To:Trans p o rtatio n C o mmis s io n Item Type:
Minutes
F rom:S haro n Allis on, Engineering S pec ialis t
Item Activity:
Subject:Approval of Minutes - R egular Meeting of Marc h 16,
2017
Action
C ITY O F E D IN A
4801 West 50th Street
Edina, MN 55424
www.edinamn.gov
A C TI O N R EQ U ES TED :
Approve the meeting minutes of the regular E dina T ransportation C ommission meeting of M arch 16, 2017.
I N TR O D U C TI O N :
AT TAC HME N T S :
Description
Draft Minutes ETC, Mar. 16, 2017
Draft Minutes☒
Approved Minutes☐
Approved Date:
1
Minutes
City of Edina, Minnesota
Transportation Commission
Community Room
March 16, 2017, 6:00 p.m.
I. Call To Order
Chair LaForce called the meeting to order.
II. Roll Call
Answering roll call were commissioners Ahler, Brown, Koester, LaForce, Miranda, Olk, Olson, Richmond and
Ruthruff.
Late arrivals: Commissioners Iyer and Kane.
III. Approval Of Meeting Agenda
Motion was made by commissioner Ahler and seconded by commissioner Brown approving the meeting agenda.
All voted aye. Motion passed. Commissioners Iyer and Kane were absent.
IV. Approval Of Meeting Minutes
Motion was made by commissioner Ruthruff and seconded by commissioner Miranda approving the Feb. 16, 2017,
minutes. All voted aye. Motion carried. Commissioners Iyer and Kane were absent.
V. Community Comments
Keith and Liz Keller, 5107 W. 44th Street, addressed the ETC regarding parking restriction on W. 44th Street. Ms.
Keller said parking is not allowed on W. 44th Street, which they agree with. In the past, to accommodate residents
for family events that required on-street parking, the police would bag the no parking signs temporarily; however,
residents recently found out that this service would no longer be provided. She said engineering staff
recommended parking on Thielen Avenue but this is a short street with parking only allowed on one side that will
be used by those residents and their guests at times when everyone are having guests. She said they offered to
pick up the bags and return them to City Hall since they were told the service was eliminated because of staff
shortage. Ms. Keller said they were representing several neighbors who couldn’t attend the meeting and that a
letter was sent to staff by another neighbor.
Planner Nolan said because this was a police department decision, staff recommended bringing the concern to
City Council.
VI. Reports/Recommendations
A. Edina Community Circulator
Chair LaForce said this item was on their work plan last year. He said Ms. Courtney Whited presented DARTS as
a transportation option to the ETC on Dec. 15, 2016, and the decision was made to wait and meet again at a later
date.
Discussion
• DARTS is recognized transportation gap filler.
• DARTS in Hastings operates once weekly with 305 riders which exceeds the standard of 2.5 ridership per
hour.
• Handicapped services are provided.
• The routes shown are proposed until feedback is received to help identify the best routes; routes can be
customized.
Draft Minutes☒
Approved Minutes☐
Approved Date:
2
• A six month trial period could be done.
• Pilot in an area where most likely to have greatest success (western part of city or Southdale area).
• Why wasn’t it approved when first worked on several years ago? The option worked on was no longer
available.
Motion was made by commissioner Iyer and seconded by commissioner Richmond to write an
advisory communication to the City Council recommending approval of the Community Circulator
with a six month trial.
The motion was amended to include forming an advisory working group to define the pilot
methodology and success criteria
All vote aye. Motion carried.
Commissioner Brown volunteered to write the advisory and commissioners LaForce and Iyer volunteered to
review it.
B. Comprehensive Plan Update
Planning commissioner John Hamilton thanked everyone for their feedback so far. He said the City Council
decided to slow down the update process to make the Plan Update aspirational and inspirational, something
lacking in the previous Plan. The following feedback of the current Transportation Plan was provided by
commissioners:
• It is auto-focused.
• It has no measurable goals; set milestone for building out the sidewalk network, for example.
• Include score card to track outcome.
• It referenced roads frequently, plus other plans that should be included for integration purposes.
• The City has no control over some streets; should they spend time on these? Planner Nolan said the Met
Council requires them to minimally address regional roads in the Plan.
• Helpful to know what is required so they can be aspirational.
C. Passenger Rail Engagement Report Draft Request for Proposals (RFP)
Planner Nolan said he is looking for input on the RFP that he is hoping to send out next week.
Discussion
• Are they violating the gag rule? No, the gag rule is applicable to the State, Met Council and regional but
not to cities.
• Was the SWOT Analysis from their December meeting included? Planner Nolan said he included a
summary of it.
• Regarding decision criteria and community engagement, planner Nolan said he expects the consultants to
provide detailed information on these.
• How will the consultants measure success in terms of residents’ participation?
• Who are the stakeholders? The consultant will help to identify stakeholders.
• Consultant should understand and be able to explain gag rule.
• Provide examples of other communities that have upgraded tracks for passenger rail.
Commissioner Brown volunteered to evaluate proposals, and be part of the interview and management teams.
D. Additional Updates on 2017 Work Plan Initiatives
No updates; remove item from the agenda.
Draft Minutes☒
Approved Minutes☐
Approved Date:
3
E. Bicycle Benefits Program
Commissioner Miranda said he was looking for approval or endorsement of the Bicycle Benefits Program from the
ETC and/or the City. He said this would include sponsorship and paying for postage and printing costs. He said the
program was established to incentivize people to bike and this is done through business participation who offers
discounts to participants when they bike to their establishment. The program is well established in other parts of
the metro area and across the country. Commissioner Miranda has four rides planned in Edina to promote the
program – the first ride schedule for April 8, the Half-Mile Pizza Ride, is sponsored by the Morningside
Neighborhood Association to Hello Pizza who signed on as the first business to participate in Edina. He is looking
for sponsorship for the other three and asked if the ETC and/or City could sponsor the second ride. Planner
Nolan will check to see if this is allowed but said the ETC does not have a budget and therefore would not be able
to assist financially.
The consensus was that the program was a good one that fits in with plans like Living Streets and the Bike and
Pedestrian Plan, but staff will need to follow up on liability of sponsorship and endorsement.
Motion was made by commissioner Iyer and seconded by commissioner Olson to endorse the Half-
Mile Pizza Ride. All voted aye. Motion carried.
F. City Code Changes Concerning Boards and Commissions
For information purposes - no discussion.
VII. Correspondence And Petitions
A. Updated Transportation Commission Public Roster
For information purposes - no discussion.
Planner Nolan handed out copies of the letter Ms. Keller referred to regarding parking restrictions on W. 44th
Street and explained that the police department decided to discontinue bagging no parking signs because of limited
staff time and because they’ve been inconsistent in their practice. It was suggested that the police consider writing
a policy because Ms. Keller made a compelling argument for the service.
VIII. Chair and Member Comments
Four new commissioners were welcomed to the ETC, commissioners Ahler, Kane, Richmond and Ruthruff.
Commissioner Ahler said she serves on a working group of the Energy & Environmental Commission and she
invited the ETC to a monthly environmental series that they are hosting.
Commissioner Iyer revisited the lack of snowplowing of the Nine Mile Creek Regional Trail in Edina. Planner
Nolan said the City of Hopkins is in a snowplowing trial phase with Three Rivers Park District for their portion of
the trail. He said Edina’s portion will be discussed further.
Commissioner Brown said at W. 56th Street and France Avenue, the Minnehaha Creek is signed incorrectly as
Nine Mile Creek. Planner Nolan will follow up on this.
IX. Staff Comments
• Staff began the bidding process for the 2017 Neighborhood Roadway Reconstruction; bids for Birchcrest
A & Countryside B project came in lower than estimated.
• Public Works staff will construct some of the 2017 sidewalks and crosswalks which will be a cost
reduction from the PACS fund because staff time will come from the public works budget.
• Construction began on the Courtney Field Pedestrian Bridge to connect the sidewalk from the Valley
View Road roundabout to the trail in the park.
Draft Minutes☒
Approved Minutes☐
Approved Date:
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• Staff is working on 2017 street sealcoating and maintenance plan which will include some bike lanes.
• Seven firms expressed an interest in the Pedestrian Master Plan RFP.
• The City Council gave permission to close the intersection at Dovre & Lincoln on Mar. 13 and to remove
most of the existing controls including the peak hour controls. Traffic has been greatly reduced since the
closure but they’ve spilled over into adjoining neighborhoods including cities of Hopkins and Minnetonka,
and intersections at Blake & Vernon, and Blake & Interlachen.
• The April 6 Comprehensive Plan training was postponed.
X. Calendar of Events
A. Schedule of Meeting and Events as of Mar. 16, 2017
For information purposes - no discussion.
XI. Adjournment at 8:26 p.m.
J F M A M J J A S O N D
SM
# of
Mtgs
Attendance
%
Meetings/Work Sessions 1 1 1 3
NAME (Date)
Ahler, Mindy 1 1 100%
Bass, Katherine 1 1 2 67%
Boettge, Emily 1 1 2 67%
Brown, Andy 1 1 1 3 100%
Iyer, Surya 1 1 1 3 100%
LaForce, Tom 1 1 1 3 100%
Janovy, Jennifer 1 1 2 67%
Kane, Bocar 1 1 100%
Miranda, Lou 1 1 1 3 100%
Olson, Larry 1 1 2 67%
Richman, Lori 1 1 100%
Ruthruff, Erik 1 1 100%
Koester, David (student) 1 1 2 67%
Olk, Megan (student) 1 1 33%
TRANSPORTATION COMMISSION ATTENDANCE
Date: April 20, 2017 Agenda Item #: VI.A.
To:Trans p o rtatio n C o mmis s io n Item Type:
R eport and R ec o mmendation
F rom:Mark K Nolan, Transportation P lanner
Item Activity:
Subject:F ranc e Avenue/I-494 S afety S tud y
R ec o mmendatio ns
Information
C ITY O F E D IN A
4801 West 50th Street
Edina, MN 55424
www.edinamn.gov
A C TI O N R EQ U ES TED :
N one.
I N TR O D U C TI O N :
D ue to the high crash history of France Avenue between M innesota D rive and American B oulevard, the City of
B loomington hired a consultant to prepare the F rance Avenue S afety S tudy. Also involved in the project is
M nD O T (due to the I -494 interchange), Hennepin C ounty (F rance Ave is a C ounty road) and E dina (the project
extends into E dina, whose shared border with B loomington is M innesota D rive). T he draft project report
(excluding the appendices), which is attached here, includes existing conditions and needs, as well as
recommendations.
W hile most recommended improvements are in B loomington, please note that recommendations include changes
to southbound lane assignments on France Ave north of M innesota D r, the removal of free rights at this
intersection, and new sidewalk on the east side of F rance Ave (see attached map).
I mprovements are likely several years out; however, the goal is to get these recommended improvements into
agency funding cycles and thus eligible for potential grant funding.
AT TAC HME N T S :
Description
Draft France Avenue Safety Study
Map: France Avenue Safety Study Recommendations
DRAFT
Prepared by: Bolton & Menk, Inc. Certification
[France Ave Safety Study] ǀ [T42.111466]
Certification
France Avenue Safety Study
Bloomington, MN
January 27, 2016
I hereby certify that this plan, specification or report was
prepared by me or under my direct supervision, and that I
am a duly Licensed Professional Engineer under the laws of
the State of Minnesota.
By:
Bryan T. Nemeth, P.E., PTOE
License No. 43354
Date: 01/27/2017__
DRAFT
Prepared by: Bolton & Menk, Inc. Table of Contents
[France Ave Safety Study] ǀ [T42.111466]
Table of Contents
I. Introduction ........................................................................................................................... 1
II. Recommendation ................................................................................................................... 1
III. Existing ................................................................................................................................... 2
Existing Conditions ...................................................................................................... 2
Data Collection ............................................................................................................. 2
Safety Analysis ............................................................................................................. 2
Existing Operational Analysis ...................................................................................... 5
IV. Mitigation Needs .................................................................................................................... 7
Southbound France Avenue ........................................................................................ 7
Westbound I‐494 Exit Ramp ........................................................................................ 7
Northbound France Avenue ........................................................................................ 8
V. Short Term Improvements ..................................................................................................... 8
Safety Improvement Needs ......................................................................................... 8
Description of Short Term Options Analyzed ............................................................. 9
Operational Results of Short Term Options.............................................................. 10
Short Term Option Additions .................................................................................... 13
Operational Results of Preferred Short Term Option .............................................. 14
Cost Estimates ............................................................................................................ 15
VI. Long Term Improvements .................................................................................................... 16
Interchange Operational Analysis ............................................................................. 16
Pedestrian Connections ............................................................................................. 17
Eastbound I‐494 Entrance Ramps ............................................................................. 17
Northbound Lane Addition........................................................................................ 17
Tables
Table 1. Intersection Crash Indices ............................................................................................................... 3
Table 2. Crash Type and Severity: France Avenue at American Boulevard .................................................. 3
Table 3. Crash Type and Severity: France Avenue at I‐494 EB Exit Ramp ..................................................... 4
Table 4. Crash Type and Severity: France Avenue at 78th St/I‐494 WB Exit Ramp ...................................... 4
Table 5. Crash Type and Severity: France Avenue at Minnesota Drive ........................................................ 4
Table 6. Existing (2016) Traffic Operations Analysis ..................................................................................... 5
Table 7. Short Term Option 1 Traffic Operations Analysis .......................................................................... 10
Table 8. Short Term Option 2 Traffic Operations Analysis .......................................................................... 11
Table 9. Short Term Option 3 Traffic Operations Analysis .......................................................................... 12
Table 10. Preferred Short Term Option Traffic Operations Analysis .......................................................... 14
Table 11. Option Cost Estimates ................................................................................................................. 15
Table 12. Volume to Capacity Ratio at France Avenue ............................................................................... 17
DRAFT
Prepared by: Bolton & Menk, Inc. Table of Contents
[France Ave Safety Study] ǀ [T42.111466]
Appendix
Appendix A: Existing Turning Movement Counts and Bus Routes
Appendix B: Intersection Crash Rates
Appendix C: Existing Traffic Operational Analysis
Appendix D: Short Term Improvement Concepts
Appendix E: Short Term Improvement Traffic Operational Analysis
Appendix F: Preliminary Engineer’s Estimates
Appendix G: Long Term Improvement Traffic Operational Analysis (CAP‐X)
Appendix H: Freeway Analysis
Appendix I: Long Term Concept
Prepared by: Bolton & Menk, Inc. Introduction
France Avenue Safety Study ǀ T42.111466 Page 1
I. Introduction
A safety study is being completed along France Avenue (County State Aid Highway (CSAH) 17) from
American Boulevard to Minnesota Drive. The study analyzes the intersections of France Avenue with
the I-494 entrance and exit ramps, American Boulevard, 78th Street and Minnesota Drive. The
intersections are located along the northern border of the City of Bloomington and the southern limits
of the City of Edina. This report provides a summary of the existing conditions, short term and long
term improvements analyzed, and other key study elements.
II. Recommendation
The short term preferred alternative consists of the following changes:
France Avenue at Minnesota Drive:
Eliminate the free right channelized turn islands on all approaches.
Change the lane configuration on the westbound approach (east leg) to a left, thru and right
turn lane.
Add a southbound right turn lane.
Add designated southbound right turn lane.
Update all pedestrian ramps, crosswalks and connecting sidewalk.
France Avenue at 78th Street/I-494 Westbound Exit Ramp:
Change the lane configuration on the westbound approach (east leg) to a left, shared thru-left,
thru and right turn lane.
Add sidewalk on the southwest corner of the intersection to tie into the existing sidewalk.
Extending the sidewalk may necessitate closing the existing driveway to Bobby & Steve’s Auto
World along France Avenue for pedestrian safety while keeping full access on 78th Street.
Update all pedestrian ramps with truncated domes and confirm grades meet the Public Right
of Way Accessibility Guidelines (PROWAG) and Americans with Disabilities Act (ADA)
standards.
SB France Avenue at I-494 Entrance Ramps:
Revise the existing southbound thru-right lane along France Avenue into an exit only lane for
the I-494 westbound entrance ramp.
Revise the second most right southbound thru lane along France Avenue into an exit only lane
for the I-494 eastbound entrance ramp.
Accommodate two southbound thru lanes along France Avenue between the two entrance
ramps.
Update the I-494 guide signs to reflect the lane uses and destinations.
France Avenue at I-494 Eastbound Exit Ramp:
Update all pedestrian ramps with truncated domes and confirm grades meet PROWAG and
ADA standards.
Update crosswalk on south leg and median pedestrian ramp locations so pedestrians walk in
one continuous line crossing France Avenue.
Remove existing American Boulevard overhead guide signage prior to the intersection. Install
updated eastbound American Boulevard guide sign.
Add storage for the southbound left turn lanes at American Boulevard. This includes starting
the left turn lane 300 feet before the intersection with the I-494 Exit Ramp. The lane will be
Prepared by: Bolton & Menk, Inc. Existing
France Avenue Safety Study ǀ T42.111466 Page 2
signed to be used for eastbound American Boulevard traffic and will lead directly into the
southbound left turn lane at the intersection with American Boulevard.
France Avenue at American Boulevard:
Pull back the median on the northbound approach ten feet and on the eastbound approach seven
feet to allow the dual southbound left and northbound left turning traffic to proceed safely at
the same time.
Dual left turning path striping added as a guide for dual eastbound, westbound and southbound
left turns.
Change the signalization for the eastbound and westbound dual lefts to lead-lag as there is not
adequate space for the movements to proceed at the same time.
Update pedestrian ramp on northeast corner with a fan truncated dome as the entire corner is
at grade with the roadway.
France Avenue Corridor:
Update the signal timings for the new geometry at the intersections
Increase the all-red signal time at American Blvd to reduce potential crashes.
III. Existing
Existing Conditions
Currently, the intersections of France Avenue at the I-494 Eastbound Exit Ramp, France Avenue at 78th
Street/I-494 Westbound Exit Ramp, France Avenue at American Boulevard and France Avenue at
Minnesota Drive are signalized intersections. France Avenue ranges from a four to seven lane divided
roadway with channelized left and right turn lanes throughout the project area. The speed limit along
France Avenue is 40 MPH north of American Boulevard and 45 MPH south of American Boulevard.
France Avenue is functionally classified as an A Minor Expander south of American Boulevard and an
A Minor Reliever north of American Boulevard. American Boulevard is classified as an A Minor
Reliever while 78th Street is classified as a Minor Collector and Minnesota Drive is classified as a Major
Collector. The existing signal timing for the intersections along France Avenue were provided by
Hennepin County. Existing bus routes were researched throughout the project area to understand
pedestrian access and bus stop locations. The routes are shown in Appendix A.
Data Collection
Weekday AM and PM peak hour and Saturday peak hour counts were completed at the intersections of
France Avenue at the I-494 EB Exit Ramp and France Avenue at 78th Street/I-494 WB Exit Ramp in
April 2016. Weekday AM and PM peak hour counts were completed at the intersection of France
Avenue at American Boulevard in June 2016. Ramp data was obtained from MnDOT detectors.
Turning movement counts from May 2015 were used at the intersection of France Avenue at Minnesota
Drive. The existing traffic volumes are shown in Figure 1 of Appendix A.
Safety Analysis
The crash review uses the Minnesota Crash Mapping Analysis Tool (MnCMAT) for the previous three
years (2012-2014). MnDOT uses a comparison of the crash rate and the critical rate when determining
whether or not there is a safety issue at an intersection. The crash rate is the number of crashes per
million entering vehicles (MEV). The critical rate is a statistical comparison based on similar
intersections statewide. An observed crash rate greater than the critical rate indicates that the
intersection operates outside of the expected, normal range. The critical index reports the magnitude of
this difference and a critical index of less than one shows that the intersection is operating within the
normal range. Table 1 shows the critical index at each intersection analyzed.
Prepared by: Bolton & Menk, Inc. Existing
France Avenue Safety Study ǀ T42.111466 Page 3
Table 1. Intersection Crash Indices
Intersection Critical Index
France Avenue at Minnesota Dr 0.65
France Avenue at 78th St/I-494 WB Exit Ramp 0.62
SB France Avenue at I-494 WB Entrance Ramps 0.08
NB France Avenue at I-494 WB Entrance Ramps 0.22
SB France Avenue at I-494 EB Entrance Ramps 0.47
NB France Avenue at I-494 EB Entrance Ramps 0.19
France Avenue at I-494 EB Exit Ramps 0.96
France Avenue at American Boulevard 1.12
The critical index for the intersection of France Avenue at American Boulevard was found to be 1.12
which shows that this intersection is experiencing a higher than usual number of crashes compared to
similar intersections statewide. All other intersections have a critical index less than one showing that
they are operating within the normal range. However with a 0.96 critical index, if the intersection of
France Avenue at the I-494 EB Exit Ramp experienced an additional two crashes over the three years it
would indicate that the intersection is operating outside the normal range. Figures 2 and 3 in Appendix
B show a summary of the crashes reported from 2012 to 2014.
Table 2 below summarizes the crashes by type and severity reported at the intersection of France Avenue
and American Boulevard from 2012 to 2014.
Table 2. Crash Type and Severity: France Avenue at American Boulevard
Crash Type Property
Damage
Possible
Injury
Non-
Incapacitating
Injury
Total
Rear End 11 5 0 16
Right Angle 8 4 2 14
Ran Off Road 1 0 0 1
Left Turn 4 3 0 7
Sideswipe 5 2 0 7
Head On 1 0 0 1
Table 3 shows that rear end crashes are the most common type of crash at this intersection. Over the three
year period analyzed there were a total of 46 crashes. Most of the rear end crashes were from vehicles
traveling along France Avenue. Right angle crashes were the next most common type of crash
experienced at France Avenue at American Boulevard with 14 of the crashes being right angle crashes,
unusual for a signalized intersection. The number of right-angle and left turn crashes may be due to a
conflict between turning vehicles that should be rectified.
The intersections of France Avenue at the I-494 EB Exit Ramp, 78th Street/I-494 WB Exit Ramp and
Minnesota Drive were analyzed for trends as they each had over 25 crashes in the three year period
analyzed. Tables 3, 4, and 5 below summarizes the crashes type and severity reported at each of the
intersections respectively from 2012 to 2014.
Prepared by: Bolton & Menk, Inc. Existing
France Avenue Safety Study ǀ T42.111466 Page 4
Table 3. Crash Type and Severity: France Avenue at I-494 EB Exit Ramp
Crash Type Property
Damage
Possible
Injury
Non-
Incapacitating
Injury
Total
Rear End 11 5 4 20
Right Angle 5 1 2 8
Ran Off
Road 1 0 0 1
Left Turn 3 0 0 3
Sideswipe 0 1 0 1
Head On 0 1 0 1
Pedestrian 0 1 1 2
Table 3 shows that rear end crashes are the most common type of crash at this intersection. Over the three
year period analyzed there were a total of 36 crashes. 20 of the 36 total crashes were rear end crashes with
nine resulting in injuries. There were two pedestrian crashes. The possible injury crash was caused by an
eastbound right turning crash failing to yield to the pedestrian crossing with the signal. The non-
incapacitating crash also involved an eastbound right turning crash however the pedestrian involved was
crossing against the signal. The large number of crashes show that safety improvements should be made
at this intersection.
Table 4. Crash Type and Severity: France Avenue at 78th St/I-494 WB Exit Ramp
Crash Type Property
Damage
Possible
Injury
Non-
Incapacitating
Injury
Total
Rear End 14 2 1 17
Right Angle 5 3 1 9
Right Turn 1 0 0 1
Sideswipe 3 0 0 3
Table 4 shows that rear end crashes are the most common type of crash at this intersection. There were a
total of 30 crashes over the three year period analyzed. More than half of the crashes reported were rear
end crashes with the next most common being right angle crashes. With a critical rate of 0.62, this
intersection is operating within normal range, however safety improvements could reduce this number.
Table 5. Crash Type and Severity: France Avenue at Minnesota Drive
Crash Type Property
Damage
Possible
Injury
Non-
Incapacitating
Injury
Total
Rear End 15 4 1 20
Right Angle 3 1 0 4
Head On 0 1 0 1
Sideswipe 2 0 0 2
There were a total of 27 crashes over the three year period analyzed. Table 5 shows that rear end crashes
Prepared by: Bolton & Menk, Inc. Existing
France Avenue Safety Study ǀ T42.111466 Page 5
are the most common type of crash at this intersection with 20 of the crashes reported being rear end
crashes. With a critical rate of 0.65, this intersection is operating within normal range, however safety
improvements could reduce this number. The intersection crash rate worksheets are included in the
Appendix B.
Existing Operational Analysis
A level of service (LOS) analysis of the peak hours was completed using the existing turning movement
counts in SimTraffic. The LOS results are based on average delay per vehicle as calculated by the 2010
Highway Capacity Manual (HCM), which defines the level of service, based on control delay. Control
delay is the delay experienced by vehicles slowing down as they are approaching the intersection, the
wait time at the intersection, and the time for the vehicle to speed up through the intersection and enter
into the traffic stream. The average intersection control delay is a volume weighted average of delay
experienced by all motorists entering the intersection on all intersection approaches. Intersections and
each movement are given a ranking from LOS A through LOS F. LOS A indicates free-flowing traffic
operation, with vehicles experiencing minimal delay. LOS A through D is generally perceived to be
acceptable to drivers. LOS E indicates that an intersection is operating at, or very near, its capacity and
that drivers experience considerable delays. LOS F indicates an intersection where demand exceeds
capacity and drivers experience substantial delays. Table 6 includes the results of the existing traffic
analysis.
Table 6. Existing (2016) Traffic Operations Analysis
AM Peak Hour
Intersection delay is acceptable with LOS D or better at all of the intersections.
The limiting movement operates with LOS E at the intersections of France Avenue at American
Boulevard and France Avenue at Minnesota Drive.
The limiting movement operates with LOS F at the intersection of France Avenue at 78th Street/I-
494 WB Exit Ramp.
Direction Average
Queue (ft)
Max
Queue (ft)
AM 38 D 66 E EBL 0.79 NBT 350 875
PM 47 D 100 F EBT 1.05 EBR 400 675
Saturday 32 C 60 E NBL 0.82 NBR 175 350
AM 15 B 44 D EBL 0.87 EBL 250 400
PM 17 B 62 E EBR 1.17 EBR 300 525
Saturday 17 B 44 D EBL 0.82 EBL 250 425
AM 1 A 1 A NBT ‐‐00
PM 1 A 1 A SBR ‐‐00
Saturday 1 A 1 A NBT ‐‐00
AM 3 A 4 A NBT/SBR ‐NBT 75 300
PM 4 A 8 A SBR ‐SBR 25 125
Saturday 7 A 9 A SBR ‐NBT 100 300
AM 37 D 138 F WBT 1.04 WBT 625 1000
PM 43 D 185 F EBR 1.39 EBR 875 900
Saturday 56 E 232 F EBL 1.19 SBT 700 1125
AM 19 B 68 E SBL 0.56 SBT/R 175 375
PM 46 D 98 F SBR 1.00 WBT 400 875
Saturday 28 C 82 F EBL 0.84 SBT/R 250 550
*Delay in seconds per vehicle
Max Approach Queue
Traffic Control Scenario Peak
Hour
Intersection
Delay*‐ LOS
France Ave at I-494 EB Entrance Ramps
No Traffic Control
Limiting
Movement
***
Max v/c
Ratio
****
Maximum
Delay‐
LOS**
France Ave at I-494 EB Exit Ramp
Signalized Intersection
France Ave at 78th Street/I-494 WB Exit Ramp
Signalized Intersection
France Ave at Minnesota Dr
Signalized Intersection
France Ave at I-494 WB Entrance Ramps
No Traffic Control
France Ave at American Blvd
Signalized Intersection
Prepared by: Bolton & Menk, Inc. Existing
France Avenue Safety Study ǀ T42.111466 Page 6
Maximum v/c ratio is greater than one at the intersection of France Avenue at 78th Street/I-494
WB Exit Ramp.
Queue Lengths
o France Avenue at American Boulevard
Northbound through maximum queue extends beyond channelized turn lanes.
o France Avenue at 78th Street/I-494 WB Exit Ramp
Westbound through maximum queue extends beyond channelized turn lanes.
PM Peak Hour
Intersection delay is acceptable with LOS D or better at all of the intersections.
The limiting movement is anticipated to operate with LOS F at the following intersections:
o France Avenue at American Boulevard
o France Avenue at 78th Street/I-494 WB Exit Ramp
o France Avenue at Minnesota Drive
Maximum v/c ratio is greater than or equal to one at the following intersections:
o France Avenue at American Boulevard
o France Avenue at I-494 EB Exit Ramp
o France Avenue at 78th Street/I-494 WB Exit Ramp
o France Avenue at Minnesota Drive
Queue Lengths
o France Avenue at American Boulevard
Eastbound through maximum queue extends beyond the turn lanes.
Westbound left maximum queue extends beyond the turn lane.
Southbound left and through maximum queues extend beyond the left turn lane.
o France Avenue at I-494 EB Exit Ramp
Eastbound right maximum queue extends beyond the turn lane.
o France Avenue at 78th Street/I-494 WB Exit Ramp
Eastbound left and right maximum queues extend over 850 feet blocking two of
the three accesses to the Perkins and Bobby & Steve’s Auto World along 78th
Street.
Southbound through and right maximum queues extend beyond the intersection
of France Avenue at Minnesota Drive to the north.
o France Avenue at Minnesota Drive
Eastbound left and through maximum queues extend beyond the turn lanes.
Westbound left and through average queue extends beyond the turn lanes.
Northbound through maximum queue extends beyond the turn lanes.
Southbound shared thru-right maximum queue extends 830 feet blocking access
to the right turn lane.
Saturday Peak Hour
Intersection delay is acceptable with LOS D or better at all of the intersections except France
Avenue at 78th Street/I-494 WB Exit Ramp which operates with LOS E.
The limiting movement operates with LOS F at the intersections of France Avenue at 78th
Street/I-494 WB Exit Ramp and France Avenue at Minnesota Drive.
Maximum v/c ratio is greater than one at the intersection of France Avenue at 78th Street/I-494
WB Exit Ramp.
Queue Lengths
o France Avenue at American Boulevard
Southbound left maximum queue extends beyond the turn lane.
o France Avenue at 78th Street/I-494 WB Exit Ramp
Prepared by: Bolton & Menk, Inc. Mitigation Needs
France Avenue Safety Study ǀ T42.111466 Page 7
Eastbound left and right maximum queues extend over 800 feet blocking two of
the three accesses to the Perkins and Bobby & Steve’s Auto World along 78th
Street.
Westbound through maximum queue extends beyond the turn lanes.
Southbound through and right maximum queues extend beyond the intersection
of France Avenue at Minnesota Drive to the north.
o France Avenue at Minnesota Drive
Eastbound left and through maximum queues extend beyond the turn lanes.
Westbound left maximum queue extends beyond the turn lane.
Southbound shared thru-right maximum queue extends over 500 feet blocking
access to the right turn lane
Tables C1 and C2 in the Appendix C show the existing delay and queue lengths for each movement at
all of the intersections.
IV. Mitigation Needs
Southbound France Avenue
From the crash analysis it was found that rear ends were the most common type of crash along the
France Avenue corridor. This is likely due to the excessive queuing experienced along France Avenue
during the PM and Saturday peak hours. During the PM peak hour starting at the intersection of France
Avenue at Minnesota Drive the southbound right-most through lane queue extends 1000 feet. This
causes the backup to come within 250 feet of the intersection of France Avenue with 76th Street. The
excessive queuing is caused by the large volume of traffic traveling south heading towards the I-494
EB and WB entrance ramps.
Data was collected to determine the lane use of the two right lanes on southbound France Avenue at
the location of the I-494 Westbound Entrance Ramp. The roadway is currently signed so that traffic for
both traffic I-494 eastbound and I-494 westbound use the far right lane. The table below shows the
traffic volumes recorded.
Vehicle
Location
Second-most
Right Lane
Rightmost
Lane Total
Number of
Vehicles 500 1316 1816
There is over twice as much traffic in the rightmost lane as there is in the second-most right lane. Of
the vehicles in the rightmost lane there were 765 recorded taking the I-494 WB ramp and 551 vehicles
that continued straight to take the I-494 EB ramp. By splitting the traffic between two lanes it is
anticipated that the lane use will be about equal. Also reassigning traffic going southbound on France
Avenue past I-494 to separate lanes from the I-494 movements will be helpful in reducing the
congestion in the rightmost lanes.
Westbound I-494 Exit Ramp
The existing signal at France Avenue and 78th Street/I-494 WB Exit Ramp is split phased for the
eastbound and westbound movements. The I-494 WB Exit Ramp lane configuration at the intersection
with France Avenue is currently a dual left turn, single through lane and channelized right turn lane.
Prepared by: Bolton & Menk, Inc. Short Term Improvements
France Avenue Safety Study ǀ T42.111466 Page 8
During the AM peak hour the westbound through average queue (backup) extends approximately 1250
feet. The maximum queue length extends about 1400 feet which backs up within 100 feet of I-494 WB.
The left and right turn lanes extend 750 and 700 feet respectively. Based on the queues and turn lane
lengths the turn lanes were found to be blocked 69% of the time by through traffic.
Northbound France Avenue
From the crash analysis it was found that rear end crashes were the most common type of crash at the
intersection of France Avenue with Minnesota Drive. Of the rear end crashes half were northbound
traveling vehicles. These rear end crashes could be caused by the short weaving area for vehicles turning
right from the I-494 WB Exit Ramp.
V. Short Term Improvements
Safety Improvement Needs
The proposed improvements are anticipated to increase safety and reduce crashes in the France Avenue
corridor.
France Avenue at Minnesota Drive
Eliminate the right turn islands while still keeping a right turn lane on each approach is
anticipated to reduce some rear end crashes, which were the most common at this intersection (20
rear-end crashes out of 27 total crashes in the three year period).
Eliminating the right turn islands also reduces the potential for pedestrian and vehicle crashes by
reducing the conflict with higher speed right turning vehicles and making pedestrians more
visible.
France Avenue at 78th Street/I-494 WB Exit Ramp
Provide pedestrian ramp improvements at all crossings to improve pedestrian accessibility.
The crossing of the westbound free right turn on the northeast corner of the intersection is moved
further south to improve visibility of pedestrians.
The free right turns at the intersection are needed to maintain mobility of the corridor and are not
removed, as their removal would reduce capacity and increase delay and backups.
France Avenue at I-494 WB Entrance Ramp from SB France Avenue
The pedestrian crossing of the I-494 WB Entrance Ramp is brought further south to improve
visibility to vehicles and reduce crossing distance.
France Avenue at I-494 WB Entrance Ramp from NB France Avenue
Improve the pedestrian ramps at the freeway entrance ramp to improve pedestrian accessibility.
France Avenue at I-494 EB Entrance Ramp from SB France Avenue
Improve the pedestrian ramps at the freeway entrance ramp to improve pedestrian accessibility.
France Avenue at I-494 EB Entrance Ramp from NB France Avenue
Improve the pedestrian ramps at the freeway entrance ramp to improve pedestrian accessibility.
France Avenue at I-494 EB Exit Ramp
Improve the pedestrian ramps at all crossings to improve pedestrian accessibility.
Provide directional improvements to the crossing of France Avenue to better accommodate users.
France Avenue at American Boulevard
Improve the pedestrian ramp on the northeast corner of the intersection to improve pedestrian
accessibility.
Prepared by: Bolton & Menk, Inc. Short Term Improvements
France Avenue Safety Study ǀ T42.111466 Page 9
Provide directional improvements to the crossing of the southern leg of the intersection to better
accommodate users.
Pull back medians to allow the dual southbound left and northbound left turning traffic to proceed
safely at the same time. Current turning movement paths overlap at this intersection as shown in
Figures 7 and 8 of Appendix D. Proposed medians are shown in Figures 9 and 10 of Appendix
D.
Add dual left turning paths as a guide for dual eastbound, westbound and southbound left turns.
Increase the all-red signal time to reduce potential crashes. In the previous three years analyzed
for crashes there were 7 left turning crashes and 14 right angle crashes, which is unusual for a
signalized intersection. These crashes could be reduced with additional red time.
Description of Short Term Options Analyzed
Short Term Option 1:
France Avenue with I-494 WB Exit Ramp/78th Street:
o Convert the existing lane configuration on the westbound approach (east leg) to a left,
shared thru-left, thru and right turn lane to better utilize the lanes and available
capacity.
o Optimize the signal timing as needed.
Short Term Option 2:
France Avenue with I-494 WB Exit Ramp/78th Street to I-494:
o Revise the existing through-right turn lane along SB France Avenue into an exit only
lane to the I-494 WB Entrance Ramp to separate movements.
o Revise the second most right lane along SB France Avenue into an exit only lane to
the I-494 EB Entrance Ramp to separate movements.
France Avenue:
o Restripe the lanes across the bridge over I-494.
o Revise to add a lane along southbound France Avenue 300 feet before the intersection
with the I-494 Exit Ramp. This lane to serve the southbound left turn lane at the
intersection of American Boulevard with France Avenue for added left turn lane
capacity.
Short Term Option 3:
France Avenue at Minnesota Drive:
o Remove all channelized free-right turn lanes.
o Add southbound right turn lane.
o Change the lane configuration on the westbound approach to a left, thru and right lane
configuration.
o Revise the existing thru-right turn lane along SB France Avenue an exit only lane to
the I-494 WB Entrance Ramp.
Figures 4-6B in Appendix D show concept drawings of Short Term Options 1 - 3.
Other alternatives were analyzed, but were eliminated as mobility was significantly reduced, backups
were significantly increased, and/or there were safety issues. These alternatives include the following:
France Avenue at American Boulevard: analyzed possible lane addition along northbound
France Avenue from American Blvd to the I-494 Eastbound Ramp: This forced the westbound
right turning traffic to yield to France Avenue traffic causing significant backups along
American Blvd.
Prepared by: Bolton & Menk, Inc. Short Term Improvements
France Avenue Safety Study ǀ T42.111466 Page 10
France Avenue at American Boulevard: analyzed a possible dual westbound right turn lane
configuration. This forced the westbound right turning traffic to yield to France Avenue traffic
causing significant backups along American Blvd.
France Avenue at American Boulevard: analyzed the possible elimination of the channelized
westbound and southbound free right turns for pedestrian safety but their elimination caused
significant delay and backups.
Northbound France Avenue at the I-494 Eastbound Entrance Ramp: analyzed the possible
conversion of the rightmost through lane into an exit only lane. This caused significant backups.
France Avenue at I-494 WB Exit Ramp/78th Street: analyzed the possibility of dual northbound
left turn lanes and reducing the northbound through lanes from three to two lanes. This caused
significant backups and increased delay.
France Avenue at I-494 WB Exit Ramp/78th Street: analyzed the possibility of eliminating the
westbound and southbound channelized free right turns. This caused significant backups and
increased delay.
France Avenue at I-494 WB Exit Ramp/78th Street: analyzed the possible conversion of the
eastbound approach (west leg) to a left and dual right turn lanes. The inside right turn lane was
to be for vehicles who wished to travel onto southbound France Avenue while the outside right
turn lane was to be for vehicles who wished to take either the eastbound or westbound I-494
exit ramps. This option was eliminated as it increased the crossing distance for pedestrians and
a dual right may increase the likelihood of a crash due to the close intersection spacing and
quick lane decisions. However as traffic along France Avenue and 78th Street increases a dual
right may be needed to increase the capacity of the intersection while also reducing the delay
for eastbound right turning traffic.
Operational Results of Short Term Options
Short Terms Options 1 - 3 were analyzed using SimTraffic. Tables 7-10 below show the results of
Short Term Options 1 - 3 respectively.
Table 7. Short Term Option 1 Traffic Operations Analysis
Results
Intersection delay is acceptable with LOS D or better for all peak hours. Improved over existing.
The limiting movement is improved from LOS F to LOS E during the AM peak hour.
The limiting movement delay during the PM peak hour remains the same, but is improved from
232 to 124 seconds during the Saturday peak hour.
The maximum volume to capacity ratio is greater than one for the PM and Saturday peak hours,
but is the same as existing. During the AM peak hour the volume to capacity ratio decreases from
1.04 to 0.89.
Direction Average
Queue (ft)
Max
Queue (ft)
AM 24 C 70 E EBL 0.89 WBT 225 350
PM 43 D 183 F EBR 1.39 EBR 875 900
Saturday 49 D 124 F NBL 1.18 EBR 700 900
*Delay in seconds per vehicle
**Maximum delay and LOS on any approach and/or movement
****Max v/c Ratio is the highest individual movement or lane group v/c ratio
Traffic Control Scenario Peak
Hour
Intersection
Delay*‐ LOS
Maximum
Delay‐
LOS**
Limiting
Movement
***
Max v/c
Ratio ****
Max Approach Queue
France Ave at 78th Street/I-494 WB Exit Ramp
Signalized Intersection
***Limiting Movement is the highest delay approach.
Prepared by: Bolton & Menk, Inc. Short Term Improvements
France Avenue Safety Study ǀ T42.111466 Page 11
Queueing
o Southbound queues similar to existing
Through and right lane maximum queues still extend beyond Minnesota Dr.
during the PM and Saturday peak hours.
o Eastbound queues similar to existing
Left and right maximum queue extends over 700 feet blocking two of the three
accesses to the Perkins and Bobby & Steve’s Auto World along 78th Street.
o Overall backups, especially westbound, reduced with improvements over existing.
Table 8. Short Term Option 2 Traffic Operations Analysis
Results
Intersection delay is acceptable with LOS C or better for all peak hours at all intersections.
The limiting movement is acceptable with LOS C or better for all peak hours at all intersections
except for France Avenue at the I-494 EB Exit Ramp which is anticipated to operate with LOS E
during the PM peak hour (similar to existing).
Queueing
o France Avenue at I-494 EB Exit Ramp
Eastbound left and right maximum queues extend beyond turn lanes during the
PM peak hour
Northbound through maximum queue extends into the intersection at American
Boulevard during the PM peak hour (similar to existing)
Slight delay increase but v/c ratio reduced at I-494 exit ramp. This includes a PM eastbound v/c
ratio decrease from 1.17 to 0.82, reducing the average queues. Timing changes expected to reduce
queueing further.
Direction Average
Queue (ft)
Max
Queue (ft)
AM 23 C 31 C EBL 0.81 NBT 225 450
PM 28 C 56 E EBR 0.82 EBL 200 825
Saturday 19 B 34 C EBL 0.76 EBL 200 350
AM 2 A 3 A NBT ‐‐00
PM 4 A 6 A SBT ‐SBT 50 200
Saturday 1 A 2 A NBT ‐NBT 0 25
AM 3 A 3 A SBR ‐NBT 25 175
PM 5 A 7 A SBR ‐SBT 25 175
Saturday 4 A 8 A SBR ‐NBT 100 275
*Delay in seconds per vehicle
**Maximum delay and LOS on any approach and/or movement
****Max v/c Ratio is the highest individual movement or lane group v/c ratio
Max Approach Queue
Traffic Control Scenario Peak
Hour
Intersection
Delay*‐ LOS
Maximum
Delay‐
LOS**
Limiting
Movement
***
Max v/c
Ratio
****
France Ave at I-494 EB Exit Ramp
Signalized Intersection
France Ave at I-494 WB Entrance Ramps
No Traffic Control
France Ave at I-494 EB Entrance Ramps
No Traffic Control
***Limiting Movement is the highest delay approach.
Prepared by: Bolton & Menk, Inc. Short Term Improvements
France Avenue Safety Study ǀ T42.111466 Page 12
Table 9. Short Term Option 3 Traffic Operations Analysis
Results
Intersection delay is deemed to be acceptable with LOS E or better for all peak hours at all
intersections. Improved at 78th St/I-494 WB Exit Ramp and slightly worse at Minnesota Dr.
o 78th Street/I-494 WB Exit Ramp: The limiting movement is improved from LOS F to
LOS E during the AM and PM peak hours.
The maximum volume to capacity ratio is greater than one during the PM and Saturday peak
hours for the intersection of France Avenue at 78th Street/I-494 WB Exit Ramp, but improved
from existing (drop from 1.04 to 0.86 in AM, 1.39 to 1.26 in PM).
The maximum volume to capacity ratio is greater than one during the PM peak hour for the
intersection of France Avenue at Minnesota Drive but similar to existing.
Queuing
o France Avenue at 78th Street/I-494 WB Exit Ramp
Eastbound left and right maximum queues extend over 850 feet blocking two of
the three accesses to the Perkins and Bobby & Steve’s Auto World along 78th
Street during the PM peak hour.
Southbound through and right maximum queues extend beyond the right turn
lane during the PM and Saturday peak hours.
o France Avenue at Minnesota Drive
Eastbound maximum queues extend beyond the left turn lane during the PM and
Saturday peak hours.
Westbound left and through average queues extend beyond the left turn lane
during the PM peak hour and maximum queues extend beyond the left turn lane
during the Saturday peak hour.
Northbound left and through maximum queues extend beyond the left turn lane
during all peak hours.
Southbound through and left average and maximum queues extend beyond the
left turn lane during the PM peak hour.
Southbound through and right maximum queues extend beyond the turn lanes
during the PM and Saturday peak hours.
Tables E1 through E6 in the Appendix E show the delay and queue lengths for each movement at
all of the intersections for each respective option.
Direction Average
Queue (ft)
Max
Queue (ft)
AM 2 A 3 A SBR ‐NBT 25 100
PM 5 A 6 A SBT ‐SBT 25 225
Saturday 4 A 5 A SBR ‐NBT 50 225
AM 28 C 64 E EBL 0.86 WBT 325 575
PM 41 D 88 F EBR 1.26 EBR 650 900
Saturday 40 D 80 E NBL 1.18 SBT 350 475
AM 20 C 74 E NBL 0.76 NBL 200 325
PM 71 E 202 F SBR 1.04 SBT 850 1200
Saturday 37 D 85 F WBL 0.75 SBT 325 875
*Delay in seconds per vehicle
**Maximum delay and LOS on any approach and/or movement
****Max v/c Ratio is the highest individual movement or lane group v/c ratio
Max Approach Queue
France Ave at Minnesota Dr
Signalized Intersection
***Limiting Movement is the highest delay approach.
France Ave at 78th Street/I-494 WB Exit Ramp
Signalized Intersection
France Ave at I-494 WB Entrance Ramps
No Traffic Control
Traffic Control Scenario Peak
Hour
Intersection
Delay*‐ LOS
Maximum
Delay‐
LOS**
Limiting
Movement
***
Max v/c
Ratio
****
Prepared by: Bolton & Menk, Inc. Short Term Improvements
France Avenue Safety Study ǀ T42.111466 Page 13
Short Term Option Additions
The Preferred Short Term Option combines all of the changes made in Short Term Options 1 – 3 while
also incorporating the following changes.
France Avenue at Minnesota Drive:
Update all pedestrian crosswalks, pulling back the median where necessary.
Upgrade pedestrian crossings with APS.
France Avenue at 78th Street/I-494 Westbound Exit Ramp:
Add sidewalk on the southwest corner of the intersection to tie into the existing sidewalk.
Update all pedestrian ramps with truncated domes and confirm grades meet the Public Right
of Way Accessibility Guidelines (PROWAG) and Americans with Disabilities Act (ADA)
standards.
Upgrade pedestrian crossings with APS.
SB France Avenue at I-494 Entrance Ramps:
Update I-494 guide signs to reflect lane designation changes and move sign structure
approximately 100 feet north.
France Avenue at I-494 EB Exit Ramp:
Update all pedestrian ramps with truncated domes and confirm grades meet PROWAG and
ADA standards.
Update crosswalk on south leg and median pedestrian ramp locations so pedestrians walk in
one continuous line crossing France Avenue.
Remove existing American Boulevard overhead guide signage prior to the intersection. Install
updated eastbound American Boulevard guide sign.
Upgrade pedestrian crossings with APS.
France Avenue at American Boulevard:
Pull back the median on the northbound approach ten feet and on the eastbound approach seven
feet to allow the dual southbound left and northbound left turning traffic to proceed safely at
the same time.
Stripe cat tracks as a guide for dual eastbound, westbound and southbound left turns. The issues
with the existing American Boulevard truck turning movements are shown in Figures 7 and 8
of Appendix D. The proposed and striping and median modifications are show in Figures 9
and 10 of Appendix D.
Change the signalization for the eastbound and westbound dual lefts to lead-lag as there is not
adequate space for the movements to proceed at the same time.
Update pedestrian ramp on northwest corner with a fan truncated dome as the entire corner is
at grade with the roadway.
Potentially increase the all-red signal time as needed after implementation of other changes.
Upgrade pedestrian crossings with APS.
Highway 100 Wayfinding:
Add wayfinding signage along 78th Street between France Avenue and Computer Avenue and
along Johnson Avenue/77th Street to direct people to Highway 100. Figure 11 in Appendix D
shows the recommended sign locations.
Prepared by: Bolton & Menk, Inc. Short Term Improvements
France Avenue Safety Study ǀ T42.111466 Page 14
Operational Results of Preferred Short Term Option
The Preferred Short Term Option combines all of the changes made in Short Term Options 1 – 3 and
shows improvements over each option individually. The results are shown in Table 10. Figures 12A-
12C in Appendix D show the Preferred Short Term Option.
Table 10. Preferred Short Term Option Traffic Operations Analysis
Results
Intersection delay is acceptable with LOS E or better for all peak hours at all intersections,
improved over existing.
The limiting movement is improved from LOS F to LOS E during the AM and Saturday peak
hours at the intersection of France Avenue at 78th Street/I-494 WB Exit Ramp. The limiting
movement operates with LOS F during the PM peak hour, however the limiting delay is
decreased from existing conditions by 90 seconds per vehicle.
The limiting movement is improved from LOS F to LOS E at the intersection of France Avenue
at Minnesota Drive during the Saturday peak hour, but remains LOS F during the PM peak hour.
The maximum volume to capacity ratio is greater than one during the PM and Saturday peak
hours for the intersection of France Avenue at 78th Street/I-494 WB Exit Ramp and the PM peak
hour at the intersection of France Avenue at American Boulevard.
Queuing
o France Avenue at 78th Street/I-494 WB Exit Ramp
The westbound through maximum queue decreases by 675 feet in the AM peak
hour and by 825 feet during the Saturday peak hour.
o France Avenue at Minnesota Drive
Southbound through maximum queue decreases by 200 feet during the PM peak
hour.
Direction Average
Queue (ft)
Max
Queue (ft)
AM 40 D 69 E EBL 0.84 NBT 350 825
PM 57 E 158 F WBL 1.08 EBT 425 800
Saturday 33 C 66 E NBL 0.83 SBL 225 350
AM 27 C 34 C EBL 0.82 NBT 225 450
PM 27 C 40 D EBR 0.81 NBT 325 525
Saturday 21 C 34 C EBL 0.76 EBL 225 375
AM 2 A 3 A NBT ‐NBT 0 25
PM 7 A 16 C SBT ‐SBT 250 500
Saturday 1 A 2 A NBT ‐‐ ‐ ‐
AM 2 A 3 A SBR ‐NBT 25 125
PM 6 A 10 B SBT ‐SBT 125 325
Saturday 4 A 5 A SBT ‐NBT 50 225
AM 26 C 64 E EBL 0.84 NBL 250 325
PM 46 D 95 F WBL 1.27 EBR 650 900
Saturday 31 C 71 E NBL 1.20 SBT 275 450
AM 19 B 73 E NBL 0.76 NBL 200 325
PM 52 D 112 F SBL 0.93 WBT 350 800
Saturday 31 C 77 E NBL 0.84 SBT 250 775
*Delay in seconds per vehicle
**Maximum delay and LOS on any approach and/or movement
****Max v/c Ratio is the highest individual movement or lane group v/c ratio
Max Approach QueueMaximum
Delay‐
LOS**
Limiting
Movement
***
Max v/c
Ratio
****
France Ave at 78th St/I-494 N Ramp
Signalized Intersection
France Ave at I-494 WB Entrance Ramps
No Traffic Control
***Limiting Movement is the highest delay approach.
France Ave at American Boulevard
Signalized Intersection
France Ave at I-494 EB Exit Ramp
Signalized Intersection
France Ave at I-494 EB Entrance Ramps
No Traffic Control
Traffic Control Scenario Peak
Hour
Intersection
Delay*‐ LOS
France Ave at Minnesota Dr
Signalized Intersection
Prepared by: Bolton & Menk, Inc. Short Term Improvements
France Avenue Safety Study ǀ T42.111466 Page 15
Tables E7 and E8 in the Appendix E show the delay and queue lengths for each movement at all of the
intersections. The Preferred Short Term option results shown in Table 10 above and Tables E7 and E8
in Appendix E show operations with optimized timing for the analysis. Further review of the actual
timings in the field indicate that substantial retiming of the signals is not necessary as the changes are
anticipated to decrease delay and queues with the existing timing. The timing could be revised to account
for the updated traffic volumes more than the geometric changes proposed. It is advised that the
geometric changes be made without changes in the signal timing plans. Adjustments to the signal timing
should be made on the corridor level with updated traffic volume information.
Cost Estimates
A preliminary cost estimate was completed for each of the Short Term Options. The table below shows
the cost for each alternative.
Table 11. Option Cost Estimates
Alternative Cost Estimate
Short Term Option 1 $2,900
Short Term Option 2 $308,000
Short Term Option 3 $502,000
Preferred Short Term Option $606,000
Descriptions of what the cost estimates include are listed below.
Short Term Option 1: Restriping and replacement of the lane use sign for westbound lane assignment
at the intersection of France Avenue at 78th St/I-494 WB Exit Ramp.
Short Term Option 2:
Pedestrian ramp upgrades at the 1-494 Entrance Ramps and intersection of France Avenue at
I-494 EB Exit Ramp
APS upgrades at the intersection of France Avenue & I-494 EB Exit Ramp
Concrete sidewalk to extend walking path further south so that pedestrians crossing the I-494
WB Entrance Ramp along southbound France Avenue are crossing a shorter distance
Restriping along southbound France Avenue
Removal/installation of guide signs along France Avenue with changes in lane assignment
Short Term Option 3:
Removing curb & gutter, concrete islands and pavement at the intersection of France Avenue
& Minnesota Drive due to eliminating the right turn islands
Sidewalk, curb & gutter, bituminous and concrete pavement with modifications at the
intersection of France Avenue at Minnesota Drive
Concrete sidewalk to extend walking path further south so that pedestrians crossing the I-494
WB Entrance Ramp along southbound France Avenue are crossing a shorter distance
Concrete sidewalk to extend walking path further south so that pedestrians crossing the free
westbound right off of the I-494 WB Exit Ramp are more visible to vehicles
Concrete sidewalk along southwest corner of the intersection of France Avenue at 78th Street/I-
494 WB Exit Ramp
Pedestrian ramp upgrades at all ramps at the intersections of France Avenue at Minnesota
Drive, 78th Street/I-494 WB Exit Ramp and I-494 WB Entrance Ramps
APS upgrades at the intersections of France Avenue at Minnesota Drive and 78th Street/I-494
WB Exit Ramp
Prepared by: Bolton & Menk, Inc. Long Term Improvements
France Avenue Safety Study ǀ T42.111466 Page 16
Restriping for the westbound lane assignment at the Minnesota Drive
Removal/installation of guide signs along France Avenue with changes in lane assignment
Preferred Short Term Option:
Removing curb & gutter, concrete islands and pavement at the intersection of France Avenue
& Minnesota Drive due to eliminating the right turn islands
Sidewalk, curb & gutter, bituminous and concrete pavement with modifications at the
intersection of France Avenue at Minnesota Drive
Concrete sidewalk to extend walking path further south so that pedestrians crossing the I-494
WB Entrance Ramp along southbound France Avenue are crossing a shorter distance
Concrete sidewalk to extend walking path further south so that pedestrians crossing the free
westbound right off of the I-494 WB Exit Ramp are more visible to vehicles
Concrete sidewalk along southwest corner of the intersection of France Avenue at 78th Street/I-
494 WB Exit Ramp
Upgrade all existing pedestrian ramps along France Avenue from Minnesota Drive to the I-
494 EB Exit ramp and the ramp on the northeast corner of American Boulevard.
APS upgrades at all intersection along France Avenue from Minnesota Drive to American
Boulevard.
Restriping for the westbound lane assignment at the Minnesota Drive, the westbound lane
assignment at the I-494 WB Exit Ramp, and along southbound France Avenue from 78th Street
to the I-494 EB Exit Ramp
Removal/installation of guide signs along France Avenue with changes in lane assignment.
Crosswalks on the south legs of the intersection of France Avenue at the I-494 EB Exit Ramp
and American Boulevard.
Pulling back the medians on the south and east legs of the intersection of France Avenue at
American Boulevard
Striping of the dual left turning paths at the intersection of France Avenue at American
Boulevard
The cost of the Preferred Short Term Option is not equal to the cost of the three short term options
combined as some of the pedestrian ramp and APS upgrades, concrete sidewalk modifications and
removal/installation of guide signs along France Avenue overlap between the options. Additionally,
the modifications to the intersection of France Avenue at American Boulevard are only included in the
Preferred Short Term Option.
VI. Long Term Improvements
Interchange Operational Analysis
Capacity Analysis for Planning Junctions (CAP-X) was used to analyze the interchange of France
Avenue at I-494.
The Capacity Analysis for Planning of Junctions (CAP-X) is an excel spreadsheet that was design by
the Federal Highway Administration (FHWA) Office of Operations Research and Development. CAP-
X uses given peak traffic volumes to evaluate different types of interchange designs. The volume to
capacity ratio results for the different interchange options are summarized in Table 12.
Prepared by: Bolton & Menk, Inc. Long Term Improvements
France Avenue Safety Study ǀ T42.111466 Page 17
Table 12. Volume to Capacity Ratio at France Avenue
Type of Interchange
Volume to Capacity
Ratio
AM PM
Diamond 0.77 0.75
Partial Cloverleaf 0.53 0.66
Displaced Left Turn 0.78 0.65
Diverging Diamond 0.86 0.60
Single Point 1.03 1.13
This shows that the partial cloverleaf operates the best in the AM peak hour and a diverging diamond
operates the best during the PM peak hour, but a partial cloverleaf is also deemed acceptable. A
diverging diamond interchange (DDI) was eliminated as an option as it would require the removal of
businesses on the northwest corner and potentially the southeast. The most difficult aspect of
completing a DDI at this location is that the 78th Street connection to France Avenue would have to be
eliminated. It is recommended that the partial cloverleaf interchange remain in place long term as
operations are acceptable. The CAP-X tool estimates that the interchange has approximately 30%
capacity available. The CAP-X worksheets can be found in Appendix G.
Pedestrian Connections
The I-494 and France Avenue Interchange is not very compatible with pedestrians and bicyclists due
to the unimpeded ramps. A pedestrian or bicyclist may not be expected by most drivers at the ramp
crossings. A pedestrian bridge is an option to reduce the motorist/pedestrian conflict at the interchange.
Analysis of the pedestrian movements and connections indicates that the preferential location for a
pedestrian bridge could tie into the existing sidewalk near Hilton on the south side of I-494, go over the
ramp exits and entrances, and connect to the proposed sidewalk near Bobby & Steve’s Auto World on
the north side of I-494. Due to the roadway connections and height requirements, a pedestrian bridge
may eliminate some properties on the northwest corner of the interchange.
Eastbound I-494 Entrance Ramps
Based on visual observations and verified by freeway analysis of the I-494 corridor, eastbound I-494
near France Avenue is congested in the PM peak hour and many other times of the day. There are many
factors that contribute to this congestion including the lane drop for the France Avenue exit. Another
substantial influence causing this recurring congestion is the close proximity of the entrance ramps
from France Avenue to I-494 eastbound. Providing more spacing for these entrance ramps would
slightly reduce some of the congestion but based on analysis the improvements would not be anticipated
to be significantly better than existing. See freeway analysis results in Appendix H.
Northbound Lane Addition
Currently a through lane is added along northbound France Avenue with the channelized westbound
right turn at the intersection of France Avenue at Minnesota Drive. With the preferred short term option
the free westbound right turn is eliminated and the additional lane begins approximately 300 feet north
of the intersection. A long term option to increase the capacity of France Avenue is to add the through
lane along northbound France Avenue that would tie into the channelized westbound right off the I-494
WB Exit Ramp. The additional through lane would follow what is currently the channelized right turn
lane so a northbound right turn lane would be added. This is illustrated in Figure 13 of Appendix I.
Currently there is not a need for the additional northbound lane, but it may be needed in the future.
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SPARTANNASH
Date: April 20, 2017 Agenda Item #: VI.B.
To:Trans p o rtatio n C o mmis s io n Item Type:
R eport and R ec o mmendation
F rom:Mark K Nolan, Transportation P lanner
Item Activity:
Subject:2016 P ed es trian and C yclist S afety F und S ummary
R eport
Information
C ITY O F E D IN A
4801 West 50th Street
Edina, MN 55424
www.edinamn.gov
A C TI O N R EQ U ES TED :
N one.
I N TR O D U C TI O N :
P repared for the C ity C ouncil, the attached staff report summarizes how the P edestrian and C yclist S afety
(PAC S ) F und was budgeted and utilized in 2016. A similar report is presented annually to C ouncil each spring to
summarize the previous year's PAC S F und.
AT TAC HME N T S :
Description
Staff Report: 2016 Pedes trian and Cyclis t Safety Fund Summary
Table: Summary of 2016 PACS Fund Expenditures
Map: 2016 PACS Fund Projects
March 21, 2017
Mayor and City Council
Mark K. Nolan, AICP, Transportation Planner
Summary Report: 2016 Pedestrian and Cyclist Safety (PACS) Fund
Information / Background:
Below is a summary of how the PACS Fund was budgeted and utilized in 2016. Its primary intent is to
indicate what share non-motorized transportation infrastructure construction projects have of the Fund’s
expenditures for last year, in addition to general information for 2016. As shown below (and in the attached
table), the PACS Funds available in 2016 was $1,918,529. This includes a rollover of $713,168 of unused
PACS Funds from 2015. Note that only $9,349 is estimated to roll over from 2016 into the 2017 PACS
Fund.
$1,909,180 of available funds was spent on PACS-related projects and items in 2016 (an increase of
$728,608 or 62% over 2015). Of that, nearly 94% ($1,790,398) was spent on construction projects, with
over 88% spent on sidewalks and new bike facilities. Of the 2016 sidewalk and bicycle projects expenditures,
25% went to projects associated with the 2016 Neighborhood Roadway Improvement Improvements and
State-Aid reconstruction projects, while the remaining 75% went to “stand-alone” projects. The percentage
of funds spent on stand-alone projects was higher in 2016 due to the relatively high expense of the Xerxes
Ave S and Interlachen Blvd sidewalks. Overall, approximately 3.1 miles of new sidewalk was installed in 2016
using the PACS Fund, an increase of 0.1 miles (or 2%) over 2015.
PACS Project Type Cost Total Percentage
Sidewalks & Bike Facilities $1,692,437 88.6%
Pedestrian Crossing Improvements $97,961 5.2%
Total Construction: $1,790,398 93.8%
Consulting Fees $5,213 0.3%
Other (labor, etc.) $113,569 5.9%
Total Fees/Other: $118,782 6.2%
Total 2016 PACS Expenditures: $1,909,180 100.0%
STAFF REPORT Page 2
Please note that while many of the costs indicated on the attached table are actual construction costs, some
costs are estimated based on pending final payments to contractors (some of which will be paid for out of
2017 PACS Funds). The construction costs above also do not include approximately $139,000 in grants
from Hennepin County (for the Xerxes Ave S and Vernon Ave sidewalk projects), as these will be credited
to the 2017 PACS Fund when they are received later this year. Additionally, as of the time of this
memorandum the 2016 utility franchise fees for the fourth quarter have yet to be received; these have been
estimated.
G:\ENG\TRAN\NON MOTOR TRAN\PACS Fund\2016 PACS Fund Council Report\2016 PACS Fund Report.docx
2016 Pedestrian and Cyclist Safety Fund Expenditures
Available PACS Funds (2016 utility franchise fees + 2015 rollover ) =1,918,529$
95% of PACS Funds (use for 2015 budget) =1,822,603$
Project Type Street/Item Location Map
Key
Approx. LF
of Facility Notes Cost
Concord Ave (west side)Southview Ln to Lakeview Dr
W 56th St (south side)Concord Ave to Wooddale Ave
Tower St (south side)Concord Ave to Wooddale Ave
Woodland Rd (south side)Concord Ave to Wooddale Ave
Sunnyside Road (north side, at intersections)Grimes Ave and Curve Ave B Morningside A N'hood Roadway Improvements 24,234$
Beard Ave S (east side)W 60th St to W 62nd St
Beard Pl (east side)W 62nd St to W 64th St
W 64th St (south side)Beard Pl to just east of France Ave
Cornelia Ave (west side, east side)W 66th St to W 70th St D 2,600 ARTS recommendation, incl. $209,307 federal grant 173,459$
Xerxes Ave S (west side)W 56th St to W 60th St E 2,500 Hennepin County $100,000 grant will come in 2017 515,853$
Vernon Ave (north side)Gleason Rd to Blake Rd F 1,740 Hennepin County $39,000 grant will come in 2017 148,388$
Interlachen Blvd (south side)Mirror Lakes Dr to 2015, 2015 to Vernon Ave G 1,220 Active Routes to School (ARTS) recommendation 406,669$
Tracy Ave (west side)Olinger Blvd to Colonial Way H 640 Municipal State Aid (MSA) road reconstruction 22,161$
Tracy Ave/Valley View Rd Roundabout Valley Lane I MSA road reconstruction (various ped/bike impr.)58,115$
Final payments for 2015 projects 32,134$
Tracy Avenue Bike Lanes Benton Ave to Highway 62 ramps J 3,270 Costs included with Tracy MSA sidewalk costs, above --
Ohms Ave & 72nd St Bike Lanes Metro Blvd to W 74th St K 1,975 Materials, etc.3,698$
77th St Pedestrian Crossing Improvements W 77th St & Parklawn Ave L New crosswalk and pedestrian signals 42,478$
Gleason Rd Pedestrian Crossing Imrovements Gleason Rd & Indian Hills Pass M New crosswalk markings and ramp improvements 45,963$
W 69th St RRFB Crossing (upgrade existing)Mid-block between France Ave & York Ave N Pedestial-mounted, pedestrian-activated flashers 9,520$
Oaklawn Ave North of Parklawn Ave Land appraisals associated with NMCRT/sidewalk 900$
Courtney Fields Pedestrian Bridge Valley View Rd & Braemar Blvd Engineering fees 4,313$
Living Streets "Champions"Photography, printing fees 704$
Staff Labor Costs One FTE (direct and indirect labor costs)112,865$
TOTAL 2014:1,909,180$
* Some costs above are estimated, pending final contractor payments and receipt of fourth-quarter utility franchise fees Remaining in 2015 budget:(86,577)$
Rollover to 2016:9,349$
Golf Terrace B N'hood Roadway Improvements 185,093$ A
C
Pedestrian
Safety
Sidewalk
4,554
2,950 Strachauer Park A N'hood Roadway Improvements 122,633$
Bike Facility
Other
Consultant
Fees
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/Engi neering D eptMarch 2017
Legend ExistingSidewalk
Ci ty of Edina2016 PACS Fund Projects
FutureActive RoutesTo School Sidewalk
Future State-Aid Sidewalk FutureCity Sidewalk FutureNine Mile CreekRegional Trail
Date: April 20, 2017 Agenda Item #: VI.C .
To:Trans p o rtatio n C o mmis s io n Item Type:
R eport and R ec o mmendation
F rom:Mark K Nolan, Transportation P lanner
Item Activity:
Subject:Traffic S afety P ro cess R eview Up d ate Dis cus s ion
C ITY O F E D IN A
4801 West 50th Street
Edina, MN 55424
www.edinamn.gov
A C TI O N R EQ U ES TED :
N one
I N TR O D U C TI O N :
At the April 19, 2016 C ity C ouncil meeting, the E T C presented an Advisory C ommunication with
recommendations regarding the T raffic S afety R equest P rocess (see attached). T hese recommendations were
prepared for the E T C by the T raffic S afety R equest P rocess R eview Committee, made up of three members of
the E T C . E ngineering staff also prepared a staff report addressing these recommendations (also attached).
At the request of C hair L aF orce, staff will be updating the E T C on the status of its recommendations. S taff has
begun to implement, or have discussed implementing, several of the recommendations and would like to share
these with the commission.
AT TAC HME N T S :
Description
ETC April 19, 2016 Advis ory Communication
Staff Report re: ETC Advis ory Communication
Date: April 19, 2016
To: Mayor and City Council
From: Transportation Commission
Subject: Traffic Safety Request Process Review
Action
Requested: None
Situation:
The ETC Traffic Safety Process Review Committee has completed its review of the Traffic Safety
Request process. The ETC reviewed the final report and voted to forward it to the City
Council. The ETC also voted to extend the scope of the Traffic Safety Process Review
Committee to allow the committee to work on report recommendations that align with the
2016 ETC work plan.
Background:
The 2015 ETC work plan included “Review and recommend modifications to Traffic Safety
Request process.” At the October 2015 ETC meeting, the ETC formed a committee to make
progress on this work plan item. The committee’s objective was to “Review the Traffic Safety
process and make recommendations that will help to align the process with the City’s vision for
Living Streets and advance Living Streets implementation.” Committee members were Katherine
Bass, Jennifer Janovy, and Ralf Loffelholz.
The committee:
• Drafted its scope of work;
• Met with the Traffic Safety Committee for preliminary input;
• Created a data tool and entered data from three years of Traffic Safety
Committee reports;
• Met with Mark Nolan and Joe Totten;
• Analyzed data;
• Drafted a report with initial recommendations;
• Presented draft report and recommendations to the ETC for feedback;
• Presented the draft report to the Traffic Safety Committee for feedback;
• Revised the report; and
• Presented the final report to the ETC for approval.
Page 2
The committee’s work resulted in nine recommendations relating to the Traffic Safety
Committee process, which are detailed in the report.
The committee will now turn to working on advancing those recommendations that align with
the ETC’s 2016 work plan.
Assessment:
The ETC was established to help guide the City in implementing its vision for an integrated,
multi-modal local transportation system. The ETC is responsible for advising the City Council on
the operation of the local transportation system (all modes, users, and abilities); developing
strategies, plans and recommendations to implement the City’s multi-modal transportation
vision; and reviewing and commenting on citizen transportation concerns, traffic complaint
reports, and data.
The attached report is the result of over 50 volunteer hours. Time was spent meeting with staff
and committee members, inputting data, analyzing data, presenting the report and
recommendations, and preparing the final report.
The review committee would like to present the report to the City Council, hear Council
members’ thoughts and suggestions, and answer any questions Council members may have. The
committee is not requesting City Council action.
Having this opportunity is not only consistent with the ETC’s advisory responsibilities but also
giving the committee the opportunity to present its work product is a way that the Council can
show that it values volunteer time and efforts.
Recommendation: • Receive the Traffic Safety Review Committee Report
• Schedule opportunity for the committee to present the report to the City
Council
G:\ENG\TRAN\ETC\Advisory Communications\2016\ETC Advisory Communication_Traffic Safety Request Process.docx
2/16/2016 1
Traffic Safety Process Review Committee Report
Each year, the City Council approves the ETC work plan. The 2015 Council-approved work
plan included “Review and recommend modifications to Traffic Safety Request process.” At
the October 2015 ETC meeting, the ETC formed a committee to make progress on this
work plan item by the end of the year. Committee members were Katherine Bass, Jennifer
Janovy and Ralf Loffelholz.
The ETC holds accountability for making recommendations that help to advance and
implement Living Streets. Sometimes, the ETC recommends updates to City code or policy
to align with the Living Streets vision. Sometimes, the ETC recommends process
improvements. An example of the latter is the ETC’s work in 2015 to recommend revisions
to the neighborhood street reconstruction survey so that the survey can be a useful tool in
advancing the implementation of Living Streets. In a similar way, the Traffic Safety process
holds great potential for helping communicate the Living Streets vision to residents and
advancing Living Streets implementation. It is through the lens of Living Streets
implementation that the committee viewed its task.
Issues/Perceptions at start
• Integration of Living Streets vision
• High number of requests denied; process not always clear for requesters or
committee
• Requesters and committee view “problem” through different lenses
• Traffic Safety Committee scope of responsibilities not formally defined
• Presentation of information in reports varies widely
Committee Process
• Drafted scope of our work
• Met with Traffic Safety Committee (Nov. 2015)
• Created data input tool and entered data from three years (2013-15) of Traffic Safety
Committee Reports
• Met with Mark Nolan, Transportation Planner, and Joe Totten, Traffic Safety
Coordinator (Dec. 2016)
2/16/2016 2
• Analyzed data
• Drafted report and initial recommendations
• Presented draft report and recommendations to ETC (Jan 2016)
• Presented draft to Traffic Safety Committee for feedback (Feb 2, 2016)
• Present revised report to ETC (Feb 18, 2016)
• Submit report to City Council
Data Findings
• 155 entries (sections A and B of reports), some (10) incomplete due to missing data
and/or data entry
• 62.5% related to intersections; 32.9% to roads
• Excessive speed is main concern, followed by parked or queued cars obstructing,
difficult to cross street as pedestrian, not safe for pedestrians, and no crosswalk
• 22.8% requested stop sign; 22.1% requested other type of traffic sign; 12.8% asked
for traffic calming; 11.4% asked for crosswalk; 11.4% asked for parking restriction
• Request approved 36.5% of the time
• Request denied 52.7% of the time
• Main reasons for denying requests: did not meet warrants and committee did not
find a safety issue
Recommendations
Recommendation #1: Define Scope of Responsibilities
The Traffic Safety Committee originated at a time when our principal focus as a
community was on motor vehicles and “traffic safety” concerns were viewed through
that lens. Then, as our community desires for multimodal transportation and safety
increased, and our vision changed (Living Streets), the process evolved in an organic,
not intentional, way.
As it stands today, the current scope of work and role of the Traffic Safety
Committee is not formally defined. The heading “traffic safety” encompasses a wide
range of issues—in current practice, any traffic or transportation-related request for
2/16/2016 3
improved motorist, pedestrian or bicyclist safety anywhere within the public right-of-
way or city-owned transportation facilities. This has frequently included requests for
maintenance, construction or referrals to enforcement.
Our committee discussed whether the current scope as practiced is appropriate or
too expansive, and whether the name “Traffic Safety Committee” sufficiently
communicates its role.
However the scope of the Traffic Safety Committee is defined, our committee was in
agreement that the scope must be aligned with Living Streets. In its work, the Traffic
Safety Committee is—in words and actions—in a position to communicate and
implement the Living Streets policy priorities.
Recommendation #2: Standardize Intake
Traffic Safety requests are submitted in various forms. Some requesters ask for a
solution (to be defined) to a general problem (such as “intersection feels unsafe”).
Some specify a problem (no stop sign) and request a specific solution (add stop
sign).
A standard intake tool (survey) should be developed to focus the information that is
gathered on the safety deficiency as the requester sees it and the outcome the
requester would like to have. Outcome (safer intersection for kids to cross to get to
the park) is different from solution (marked crosswalk). By asking specific questions,
from a multimodal perspective (similar to the neighborhood street reconstruction
survey), both the requester and the city can gain a more complete understanding of
the issue and the goal.
Currently, a request can be sent in via email, made over the phone, or submitted
through the Edina-to-Go app. The intake tool should be used across all platforms to
ensure consistency in the information collected and the ability to easily capture that
data for reports.
2/16/2016 4
Recommendation #3: Strengthen the Link Between Problem, Data, Analysis, and
Recommendation
In reviewing reports, the committee noted that often there was not a clear link
between the problem description, the data gathered to investigate the problem,
analysis of the data (application of warrants, etc.), and the resulting recommendation.
This suggests that two improvements are needed:
• Clearly defined and documented processes for responding to different categories
of requests.
• This helps to ensure a rational and transparent process.
• It also helps to identify the resources (such as staff time) that are needed
to respond to certain types of concerns. This can help to inform decisions
about allocating resources and help to evaluate costs in relation to the
effectiveness of the process.
• A flow chart or decision tree can be used to show what data should be
gathered, policies may apply, and tools or resources may be employed to
respond to a particular type of concern. The process should be designed
to support the ideal solution (aligned with Living Streets policy). If
resources or budget are inadequate to support ideal solutions, this can be
reported for further debate and consideration.
• A standard format for presenting information in reports.
Documentation of the process for responding to concerns should be posted on the
City’s website and shared with requesters.
In reviewing reports, the committee also noted that a sizeable number of requests
were denied because the requested solution failed to meet warrants. This may
require a larger policy discussion. While a situation may not meet warrants, a
requested solution may be consistent with Living Streets goals. The strict application
of (discretionary) warrants can work against furthering Living Streets.
2/16/2016 5
Recommendation #4: Track Data on Requests and Provide Annual Report to the
City Council
This will help to identify trends and inform city plans and budgeting. Viewing
requests month by month helps the city respond to immediate concerns, but doesn’t
help us understand the big picture of how streets and neighborhoods are serving
residents overall. Looking at a summary of data over a year’s worth of requests will
help to inform staff and council about the primary concerns and needs of residents,
and provide a temperature check for the speed and pace of Living Streets
implementation. If requests for traffic calming, for example, exceed all other requests
and also exceed the appropriated budget, this is a powerful piece of data that can
help to inform annual budgeting and decision making to support the implementation
of Living Streets.
Recommendation #5: Develop a Focused Approach to Neighborhood Speed
Concerns
Concerns about motor vehicle speeds represent the single largest percentage of
traffic safety requests, based on the data that was entered. Tracking of data and
annual reports to council will help to confirm or refute this finding over time. The
speed limit on most Edina streets is 30 mph, and “the average violation for a driver
on a city street was 16 mph over the posted speed limit” (April 4, 2014 Friday
Report). When speed data is gathered, the 85th percentile speed is used to determine
whether there is a speeding issue. From this perspective, there rarely is.
As a result, requests related to speed concerns (including stop sign requests) are
frequently denied.
The speed limit, enforcement speed, and 85th percentile speed may not be adequate
measurements for determining whether there is a speed issue from either a
residents’ or Living Streets perspective.
An improved approach to addressing neighborhood speed concerns and data
reporting will help the city identify a speed threshold (target speed) that aligns with
2/16/2016 6
the community’s vision and desire for Living Streets and draw from a toolbox of
specifically defined practices (Education, Encouragement, Enforcement, Engineering,
Evalaution) to influence motorist behavior to slow down. This requires a multi-
disciplinary approach.
Recommendation #6: Integrate Living Streets Vision
The Traffic Safety Committee is comprised of staff from Engineering, Public Works,
Planning and Police.
The Living Streets policy, adopted by the City Council in 2013, states “All City
departments will support the vision and principles outlined in the Policy in their
work.”
The Policy outlined steps that needed to be taken to fully integrate and implement
the Living Streets vision. These steps included:
o Communicate this Policy to residents and other stakeholders; educate and
engage on an ongoing basis;
o Update [and document] City ordinances, engineering standards, policies and
guidelines to agree with this Policy;
o Inventory building and zoning codes [and update as necessary] to bring these
into agreement with Living Streets principles as established by this Policy;
o Update and document maintenance policies and practices to support Policy
goals; and
o Update and document enforcement policies and practices to support Policy
goals.
The Living Streets Policy was revised when it was included in the Living Streets Plan.
The revision eliminated these additional implementation steps.
The value of having an inter-disciplinary committee review traffic safety concerns is
that each member brings the experience, knowledge and resources of their
department or of their particular role.
2/16/2016 7
If the Living Streets vision has been integrated into the policies and practices of each
department, then each member will bring that integrated perspective to the Traffic
Safety Committee.
Our committee believes that the Traffic Safety Committee plays a vital role in helping
to implement Living Streets and so strongly recommends that the above-listed
implementation steps be re-inserted into the Living Streets Policy and that these
steps be prioritized and completed.
Recommendation #7: Evaluate Resident Satisfaction with Traffic Safety Request
Process and Living Streets Implementation
The committee recommends identifying a question(s) on the city’s Quality of Life
survey that would provide benchmarking data to inform how well the city is
addressing Living Streets implementation. Along with other methods (such as
quantitative outputs like miles of sidewalk constructed) this would provide the city
with a better qualitative indication of satisfaction.
The committee also recommends annually sending a short survey to requesters from
the previous 12 months. The survey would not evaluate satisfaction with the
outcome, but rather the experience of the process (e.g., Was the process clear? Was
the decision communicated to you effectively?). This will help to identify where the
process is working and where it needs improvement.
Recommendation #8: Make Traffic Safety Coordinator Position Full Time
Consider increasing the Traffic Safety Coordinator to full time and revising the job
description as needed to reflect the Living Streets perspective. The recommendations
to standardize intake of requests and evaluate process effectiveness are only as good
as the synthesis, analysis and reporting of this information over time. This represents
an increase in the work load of staff, and we feel it would contribute greatly to
increased resident satisfaction with the process. Further, the Traffic Safety
Coordinator’s tasks directly benefit the EPD, as many of the requests and phone calls
2/16/2016 8
fielded relate to neighborhood traffic concerns. The Traffic Safety Coordinator is
acting as a community liaison in the role, and the Police department is a beneficiary
of those interactions.
Recommendation #9: Do Not Exclude Repeat Requests
In the committee’s review, we found only a small number of repeat requests
although we only reviewed Sections A and B of the last 3 years of reports. It is
possible that some repeat requests were underreported, as the Traffic Safety
Coordinator might have successfully redirected requestors. In that case, the
standardized intake would help the city track repeat requests over time and might, in
time, build the evidence base for limiting repeat requests in the future. Our
committee believes that making the recommended changes will help to reduce
repeat requests. Our recommendation is to make these changes and then re-
evaluate.
Conclusion
The review committee is eager to assist the city with advancing these recommendations and
feels it could play a helpful role by offering assistance with recommendations #1-5 and #7.
We could further develop these ideas and draft tools for city staff to react to and build
upon.
April 19, 2016
Mayor and City Council
Mark K. Nolan, AICP, Transportation Planner
Transportation Commission’s Traffic Safety Process Review Committee Report
Information / Background:
As summarized in the accompanying advisory communication and report prepared by the Transportation
Commission (ETC), a committee was formed by the ETC to review the traffic safety request process. This
review was a 2015 work plan item for the ETC. The purpose of this staff report is to provide the City
Council with input regarding the recommendations made by the ETC’s Traffic Safety Process Review
Committee (TSPRC). The comments discussed below come from the City’s traffic safety committee,
consisting of the director of engineering, director of public works, transportation planner, traffic safety
coordinator, traffic safety specialist, assistant city planner and police lieutenant.
To begin, the traffic safety committee wishes to recognize both the amount and quality of work performed
by the TSPRC during this process and by ETC in providing input each month. Staff feels that the
recommendations made in the report are thoughtful and useful as a basis for further discussion. Below are
comments from the traffic safety committee regarding each recommendation in the TSPRC’s report (it is
recommended that Councilmembers read the accompanying advisory communication and report prior to
reading the comments below).
Recommendation #1: Define Scope of Responsibilities
Staff has no objections to a more clearly-defined scope of responsibilities for the traffic safety committee.
However, if any items currently handled through the committee (via the traffic safety coordinator) are not
included in any newly-defined scope, then other staff or departments will need to take on these
responsibilities more directly (e.g. the police department for enforcement, public works for maintenance,
etc.).
STAFF REPORT Page 2
Recommendation #2: Standardize Intake
Staff welcomes a more standardized intake tool to handle traffic safety requests, for the reasons stated in
the TSPRC report. It is important that this tool is able to be utilized across the varying ways staff receives
traffic safety requests (by phone, email, website and Edina To Go app and staff referral). Staff also feels that
the intake tool/survey be relatively short and concise.
Recommendation #3: Strengthen the Link between Problem, Data, Analysis, and Recommendation
Over the past three years the traffic safety committee has striven to improve on its reporting process and
continues to do so. Based on input from the ETC and the TSPRC, staff is currently considering format
changes that will assist with making the connection cited by this recommendation. We welcome further
input from the ETC and from the City Council in this regard.
It should be noted that it can be difficult to categorize all requests, as some do not neatly fit within one
defined category. Also, currently the traffic safety committee serves the City Council and staff costs and
resources to do so are included in overall department responsibilities and budgets; thus, it can be difficult to
track staff time and associated costs separately. Additionally, staff agrees that a “flow chart or decision tree”
would be useful to understand the process both internally and externally.
Regarding using warrants as one factor in determining whether a request is approved or denied: staff feels
that warrants should still be the base factor in making these decisions (but not the only one). Warrants can
be changed by policy if staff and the City Council feel that this is necessary to better reflect Living Streets
goals; however, certain standard warrants may still merit consideration.
Recommendation #4: Track Data on Requests and Provide Annual Report to the City Council
Staff feels that while this recommendation has merit, its level of detail would depend on the availability of
staff time and resources that may not be currently available.
Recommendation #5: Develop a Focused Approach to Neighborhood Speed Concerns
The traffic safety committee believes that there are certain industry standards (e.g. the 85th-percentile
speeds) that should be used as primary data to evaluate speed concerns/requests. We agree with the TSPRC
in that the approach to this requires input and involvement from several City departments, and that it is
important to communicate real vs. perceived speeds on our local streets.
Recommendation #6: Integrate Living Streets Vision
The traffic safety committee has no objection to elevating Living Streets in the discourse and methodology
of the traffic safety review process. Staff views the Living Streets Plan/Policy as a living document, and could
easily incorporate the implementation steps highlighted in this recommendation in the report, if Council
should desire this. It should be noted that in some ways these steps have been absorbed into the Policy
(Chapter 2 in the Plan).
STAFF REPORT Page 3
Recommendation #7: Evaluate Resident Satisfaction with Traffic Safety Request Process and Living Streets
Implementation
While it is important that the traffic safety review process is effective for requestors and the City, it may be
difficult to measure satisfaction of requestors. This type of question or survey may be too detailed for a
more general Quality of Life survey. Moreover, staff feels that requestors that had their requests denied will
feel very differently about the process than those that were approved, no matter how much the questions
attempt to control for this.
Recommendation #8: Make Traffic Safety Coordinator Position Full Time
The engineering department has felt that the traffic safety coordinator position would be more effective (and
easier to staff) if it were full time. Indeed, it would be difficult to implement the recommendations contained
in the TSPRC’s report with the position as it is currently (30-hours per week).
Recommendation #9: Do Not Exclude Repeat Requests
In September of 2015 the traffic safety committee recommended the following to the ETC:
The traffic safety committee is requesting that traffic safety requests considered by Edina Transportation
Commission and City Council be in effect for four years. Similar or repeat requests made in the area
will not be considered by the traffic safety committee unless development, construction or other major
changes result in conditions which would clearly differ from previous investigation.
At the time the ETC was not comfortable with this request, and recommended that the TSPRC’s report be
completed prior to considering it. The traffic safety committee still supports this request for its Council-
approved recommendations to remain in effect for four years, as stated above. Staff feels that this is the best
use of time and resources moving forward. This is similarly practiced in many nearby cities, with several
having no maximum time between considering repeat requests.
G:\ENG\TRAN\ETC\Traffic Safety Process Review Committee\Staff Report_Traffic Safety Process Review Committee Report.docx
Date: April 20, 2017 Agenda Item #: VI.D.
To:Trans p o rtatio n C o mmis s io n Item Type:
R eport and R ec o mmendation
F rom:Nic k Bauler, Traffic S afety C o ordinator
Item Activity:
Subject:Traffic S afety R ep o rt o f Ap ril 5, 2017 Action
C ITY O F E D IN A
4801 West 50th Street
Edina, MN 55424
www.edinamn.gov
A C TI O N R EQ U ES TED :
R eview and recommend the T raffic S afety R eport of Wednesday, April 5, 2017, be forwarded to C ity C ouncil
for approval.
I N TR O D U C TI O N :
I t is not anticipated that residents will be in attendance at the meeting regarding the report's recommendations. An
overview of the comments from the E dina Transportation C ommission will be included in the staff report
provided to the C ity C ouncil for their May 16, meeting.
AT TAC HME N T S :
Description
Traffic Safety Report of April 5, 2017
Map: Location of left turn lane for
northbound vehicles on York Avenue
April 20, 2017
Edina Transportation Commission
Nick Bauler, Traffic Safety Coordinator
Traffic Safety Report of April 05, 2017
Information / Background:
The Traffic Safety Committee (TSC) review of traffic safety matters occurred on April 5. The City Engineer,
Transportation Planner, Assistant City Planner, Traffic Safety Coordinator, Police Lieutenant, Public Works
Director and Traffic Safety Specialist were in attendance for this meeting.
For these reviews, the recommendations below are provided. On each of the items, persons involved have
been contacted and the staff recommendation has been discussed with them. They were informed that if
they disagree with the recommendation or have additional facts to present, these comments can be included
on the April 20 Edina Transportation Commission and the June 6 City Council meeting agendas.
Section A: Items on which the Traffic Safety Committee recommends action:
A1. Request to place a ‘No Left Turn’ sign on
southbound York Avenue into the entrance of 6725
York Avenue.
• Northbound buses turning left into Southdale
are unable to complete this turn as
southbound vehicles turning left enter the
turn lane.
• Requester claims issue is often between 5:30
and 6:00 am.
• Northbound vehicles turning left into
Southdale have a marked left turn lane.
There is no left turn lane for southbound
vehicles for the new apartment complex.
• A ‘Do Not Enter’ sign faces 6725 York Ave to prevent exiting vehicles from entering the turn
lane illegally.
STAFF REPORT Page 2
Photo: Left turn lane facing southeast
Photo: Signage at Link Rd and Eden Ave
shows Sherwood Rd to the south.
Map: Location of Blake Rd
with increased traffic volumes
After review, staff recommends contacting
Hennepin County to request placing a ‘No
Left Turn’ sign in the median of York Avenue
to prevent southbound vehicles turning left
into 6725 York Avenue.
A2. Request for traffic calming on Blake Road in
response to increased traffic following Highway 169
closure.
• A resident was concerned with the increased
traffic stating Blake Rd has become unsafe,
and drivers attempting to turn onto Blake Rd
believe there are not enough gaps.
• Speed limit on Blake Rd is 30 MPH
• ADT on Blake Rd at Fox Meadow Park in
2013 was 2,671 with average speeds of 37.5
mph.
• ADT at same location in 2017 is 4,401 (65%
increase) with average speeds of 39 mph.
• AM peak hour in 2013 was 10:30 am with
184 vehicles, in 2017 the peak hour is 7:45 with 385 vehicles.
• PM peak hour in 2013 was 4:30 pm with 275 vehicles, in 2017 the peak hour is 5:15 with 527
vehicles.
After review, staff recommends increasing police enforcement on Blake Road during peak
hours. Edina will continue monitoring Blake Road over the summer.
A3. A request to rename Link Road to Eden
Avenue, and continue Sherwood Road up to
Eden Avenue
• A resident requested to make Eden Ave
run west up to Vernon Ave as people
would be informed by GPS units to turn
from Vernon Ave onto Link Rd.
• Link Rd has no signage at Vernon Ave or
on Eden Ave.
• Eden Ave transitions into Sherwood Rd
at the west exit of Grandview Square
Park.
• Eden Ave and Link Rd are listed as
‘Connector Streets’
• Vernon Ave is listed as a “Minor Arterial
Street”
STAFF REPORT Page 3
Map: Tracy Avenue and valley View Drive. Note-
Westbound Highway 62 enters intersection
Photo: Tracy Ave at Valley View Dr. facing north
Photo: Intersection of Vernon Ave and
Link Road signage shows Eden Ave
After review, staff recommends the resident who
made the request to file a petition to City
Council. The petition will indicate the residents
affected are in favor of the change. If the
petition/request is approved, Edina will contact
Hennepin County towards this request to update
signage along Vernon Avenue.
Section C: Items which the Traffic Safety Committee recommends for further study
C1. A resident requested the intersection of Tracy Avenue at Valley View Road to become an all-
way stop.
• Tracy Avenue runs north and south and
is currently uncontrolled. Valley View
Road connects to the east side of Tracy
Avenue, and the west approach serves as
an exit from Minnesota State Highway 62.
• Resident believes it is difficult to turn left
from the east-leg of the intersection, as
Tracy Avenue does not have adequate
gaps. This forces vehicles wanting to turn
left (southbound), to turn right
(northbound) and make a U-turn a block
north of the intersection.
• Tracy Avenue is classified as a collector street and has
an ADT of 7,490 at the intersection with
a peak hour of 846 at 5 pm.
• Valley View Road is classified as a local
connector and the Minnesota State
Highway exit is classified as a principal
arterial. These roads have an ADT of
3,891 with a peak hour of 327 at 6 pm.
• Tracy Avenue is the major approach and
exceeds 300 vehicles/hour 12 times/day. Valley View Road is the minor approach and
exceeds 200 vehicles/hour 10 times/day. This meets all-way stop warrants.
• Valley View Road will be under construction in 2017. This will lead to a new left turn lane
and a right/thru lane.
After review, staff recommends to review this intersection following summer construction.
With the addition of marked lanes/lane assignments on the east leg of the intersection, total
vehicle delay may improve.
STAFF REPORT Page 4
Section D: Other Traffic Safety Items Handled
D1. Following the closure of the Nine Mile Creek Bridge on State Highway 169, Edina received many
traffic safety concerns. Concerns included an excess of traffic through the Parkwood Knolls
neighborhood, concerns with new temporary stop signs requiring vehicles to ‘take turns’. After hearing
all concerns, the decision was to close Dovre Drive until the completion of construction.
D2. A requestor was concerned with the timing of a stop light at the intersection of W. 69th Street and
France Avenue. After forwarding the request to Hennepin County, the issue has been resolved.
D3. A resident was concerned with the amount of vehicles not stopping at a stop sign at the
intersection of Londonderry Road and Lincoln Drive. This intersection was monitored by the Police
Department with cameras and increased enforcement since the construction on the Nine Mile Creek
Bridge began in January.
D4. A resident requested to station police patrols near the intersection of W 58th St and Beard Avenue.
Requestor believes people tend to speed thru the stop signs at this intersection at unsafe speeds. This
request was forwarded to the police department.
D5. A resident from the Yorktown Continental Apartment (7151 York Avenue) requested a directional
sign to assist visitors and deliveries to a new senior center- Yorkshire of Edina (7141 York Avenue)
appears to share an entrance. Upon meeting with building officials, property managers decided to place
proper directional signage for these privately owned buildings.
D6. A resident pointed out a sign placed on France Avenue to signify Minnehaha Creek stated the creek
incorrectly as Nine Mile Creek. This request was forwarded to Hennepin County and has been
corrected.
D7. Workers at 7645 Metro Blvd were concerned with a delivery truck parking on Metro Blvd where
parking is not permitted. This request was forwarded to the Police Department, and has recommended
the delivery drivers to park elsewhere.
D8. A resident was concerned with vehicles not stopping for a stop sign at Interlachen Blvd and Schaefer
Rd. After video surveillance, no issues witnessed. This intersection will continue to be monitored.
STAFF REPORT Page 5
Appendix A:
All-Way Stop Warrants
Multi-way stop control can be useful as a safety measure at intersections if certain traffic conditions exist.
Safety concerns associated with multi-way stops include pedestrians, bicyclists, and all road users expecting
other road users to stop. Multi-way stop control is used where the volume of traffic on the intersecting
roads is approximately equal.
The restrictions on the use of STOP signs described in Section 2B.4 also apply to multi-way stop
applications. The decision to install multi-way stop control should be based on an engineering study. The
following criteria should be considered in the engineering study for a multi-way STOP sign installation:
A. Where traffic control signals are justified, the multiway stop is an interim measure that can be
installed quickly to control traffic while arrangements are being made for the installation of the traffic
control signal.
B. Five or more reported crashes in a 12-month period that are susceptible to correction by a multi-way
stop installation. Such crashes include right-turn and left turn collisions as well as right-angle
collisions.
C. Minimum volumes:
1. The vehicular volume entering the intersection from the major street approaches (total of
both approaches) averages at least 300 vehicles per hour for any 8 hours of an average day;
and
2. The combined vehicular, pedestrian, and bicycle volume entering the intersection from the
minor street approaches (total of both approaches) averages at least 200 units per hour for
the same 8 hours, with an average delay to minor-street vehicular traffic of at least 30 seconds
per vehicle during the highest hour; but
3. If the 85th-percentile approach speed of the major street traffic exceeds 40 mph, the minimum
vehicular volume warrants are 70 percent of the values provided in Items 1 and 2.
D. Where no single criterion is satisfied, but where Criteria B, C.1, and C.2 are all satisfied to 80
percent of the minimum values. Criterion C.3 is excluded from this condition.
Other criteria that may be considered in an engineering study include:
A. The need to control left-turn conflicts;
B. The need to control vehicle/pedestrian conflicts near locations that generate high pedestrian volumes;
C. Locations where a road user, after stopping, cannot see conflicting traffic and is not able to negotiate
the intersection unless conflicting cross traffic is also required to stop; and
D. 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 of the intersection.
Date: April 20, 2017 Agenda Item #: X.A.
To:Trans p o rtatio n C o mmis s io n Item Type:
O ther
F rom:Mark K. No lan, AI C P, Trans p ortation P lanner
Item Activity:
Subject:S c hedule of Meeting and Event Dates as of April 20,
2017
Information
C ITY O F E D IN A
4801 West 50th Street
Edina, MN 55424
www.edinamn.gov
A C TI O N R EQ U ES TED :
N one.
I N TR O D U C TI O N :
AT TAC HME N T S :
Description
Schedule of Upcoming Meetings /Dates /Events
TRANSPORTATION COMMISSION SCHEDULE OF MEETING AND EVENT DATES AS OF APRIL 20, 2017
SCHEDULE OF UPCOMING MEETINGS/DATES/EVENTS
Thursday Apr 20 Regular ETC Meeting 6:00 PM COMMUNITY ROOM
Tuesday Apr 25 Boards and Commissions Annual Meeting 5:00 PM BRAEMAR GOLF CLUB
Tuesday May 2 ETC Joint Work Session with City Council 6:15 PM COMMUNITY ROOM
Wednesday May 3 B/C Comprehensive Plan Training 7:00 PM PUBLIC WORKS FACILITY
Thursday May 18 Regular ETC Meeting 6:00 PM COMMUNITY ROOM
Thursday Jun 15 Regular ETC Meeting 6:00 PM COMMUNITY ROOM
Thursday Jul 20 Regular ETC Meeting 6:00 PM COMMUNITY ROOM
Thursday Aug 17 Regular ETC Meeting 6:00 PM COMMUNITY ROOM
Thursday Sep 28 Regular ETC Meeting 6:00 PM MAYOR’S CONFERENCE ROOM
Thursday Oct 26 Regular ETC Meeting 6:00 PM MAYOR’S CONFERENCE ROOM
Thursday Nov 16 ETC Annual Meeting 6:00 PM COMMUNITY ROOM
Thursday Dec 21 ETC Annual Meeting 6:00 PM COMMUNITY ROOM
Thursday Jan 18 Regular ETC Meeting 6:00 PM COMMUNITY ROOM