HomeMy WebLinkAbout2018-12-20 Meeting PacketAgenda
Transportation Commission
City Of Edina, Minnesota
City Hall, Community Room
Thursday, December 20, 2018
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 November 15, 2018
V.Community Comment
During "Community Comment," the Board/Commission will invite residents to share relevant issues
or concerns. Individuals must limit their comments to three minutes. The Chair may limit the
number of speakers on the same issue in the interest of time and topic. Generally speaking, items
that are elsewhere on tonight's agenda may not be addressed during Community Comment.
Individuals should not expect the Chair or Board/Commission Members to respond to their
comments tonight. Instead, the Board/Commission might refer the matter to sta% for
consideration at a future meeting.
VI.Reports/Recommendations
A.Comprehensive Plan Update: Draft Transportation Chapter
B.Approved 2019 Transportation Commission Work Plan
C.Tra0c Safety Report of December 4, 2018
VII.Chair And Member Comments
VIII.Sta3 Comments
IX.Calendar Of Events
A.Schedule of Meeting and Event Dates as of December 14, 2018
X.Adjournment
The City of Edina wants all residents to be comfortable being part of the public
process. If you need assistance in the way of hearing ampli8cation, an
interpreter, large-print documents or something else, please call 952-927-8861
72 hours in advance of the meeting.
Date: December 20, 2018 Agenda Item #: IV.A.
To:Transportation Commission Item Type:
Minutes
From:Liz Moore, Engineering Specialist
Item Activity:
Subject:Approval of Minutes - Regular Meeting of November
15, 2018
Action
CITY OF EDINA
4801 West 50th Street
Edina, MN 55424
www.edinamn.gov
ACTION REQUESTED:
Approve the meeting minutes of the regular Edina Transportation Commission of November 15, 2018.
INTRODUCTION:
ATTACHMENTS:
Description
Draft Minutes: Edina Transportation Commission November 15, 2018
Draft Minutes☒
Approved Minutes☐
Approved Date:
Minutes
City Of Edina, Minnesota
Transportation Commission
Community Conference Room
November 15, 2018
I. Call To Order
Chair Richman called the meeting to order
II. Roll Call
Answering roll call were commissioners Ahler, Ayelomi, Johnson, Kane, McCarthy, Olson, Richman,
Ruthruff, Veluvali
Absent: Commissioner Zimbwa
Late: Commissioner Scherer
III. Approval Of Meeting Agenda
Motion was made by commissioner Olson and seconded by commissioner Ruthruff to amend
the agenda to present item VI.C before VI.A. All voted aye. Motion carried.
IV. Approval Of Meeting Minutes
Motion was made by commissioner Ahler and seconded by commissioner Veluvali approving
the amended October 25, 2018 meeting minutes. All voted aye. Motion carried.
V. Community Comment
Jill Dietering of 5729 Hawkes Drive stated crossing Tracy Avenue from Hawkes Drive of Hawkes Terrace
has become dangerous and traffic does not stop. As she and her neighbor were trying to cross the street
a car came to sudden stop and the driver rolled down the window and said they were sorry and it is very
hard to see. She said that increasing police would help but it is not going to be sustainable. Cars are
continuously traveling at speeds higher than the posted 25 MPH limit. She also stated that the hills are
causing cars to drive too fast because there is no way to slow the cars down from Benton to Vernon
Avenue. She is concerned about her children getting to school safely; right now they have busing but it will
likely be lost since they are less than .7 miles from the school. She also said that her neighbor was struck
in 2016 while trying to cross the street with his dog. He had 3 broken ribs and the dog did not survive.
She thinks that adding a sidewalk to the west side of Tracy Avenue would increase safety and eliminate the
need for residents to cross the street just to get to a sidewalk.
Deborah Sandoval-Bushnell of 5600 Hawkes Drive also attended the meeting and stated that she agrees
with Jill and Tracy Ave has become dangerous to cross.
VI. Reports/Recommendations
A. Traffic Safety Report of November 6, 2018
Discussion regarding Tracy Avenue, item B2, recommended this item be moved to a C item and
additional research to be done in regards to lighting and visibility in the area.
Draft Minutes☒
Approved Minutes☐
Approved Date:
Commissioner Scherer arrived at 6:31
Motion was made by commissioner Olson and seconded by commissioner Kane to move
item B2 to C for further study and approve the amended November 6, 2018 Traffic Safety
Report. All voted Aye. Motion Carried.
B. Advisory Communication: Chowen Park A/B Beard Avenue Sidewalk
Commissioner Olson presented and advisory communication in support of the Beard Avenue
Sidewalk
Motion was made by commissioner Ahler and seconded by commissioner Kane to approve
the advisory communication for Chowen Park A/B Beard Avenue Sidewalk. All voted Aye.
Motion carried.
C. Approve amended Edina Pedestrian Crossing Policy
Planner Nolan presented an updated Edina Pedestrian Crossing Policy adding a section for controlled
crossings.
Motion was made commissioner Ahler and seconded by commissioner Veluvali to approve
the amended Edina Crossing Policy. All voted aye. Motion carried.
VII. Chair And Member Comments
• Commissioner Veluvali said that Met Council is looking for new members and someone from
the ETC should apply. Also, Southwest Light Rail Transit is happening and is very exciting.
• Commissioner Ahler has been keeping the conversation about planting trees in the boulevards
open and asking how we might find funding to plant them during construction. She also stated
she mentioned that during the Edina Urban Visioning Workshop.
• Commissioner Kane also attended the Edina Urban Visioning Workshop. He also said that the
ETC should reach out to Bethesda, MD’s transportation department to see how they address
transportation during development.
• Commissioner Ruthruff Asked when Interlachen/Blake is going to be reconstructed.
• Commissioner Scherer apologized for being late and said he was stuck at work, working on
SWLRT.
• Commissioner Olson mentioned a need for a bus shelter by Cub Foods and the Edina liquor
store on York Avenue.
• Commissioner Richman thanked Mindy for taking the lead at the previous meeting.
VIII. Staff Comments
• Planner Nolan reviewed the Workplan changes.
o 1. TDM is moving forward and ETC will be the lead commission with the help of
Planning.
o 2. Planning will take the lead on this one with ETC assisting as the cross commission.
Draft Minutes☒
Approved Minutes☐
Approved Date:
o 3. Removed because there is no funding, could potentially roll some pieces of this
into the education piece and use Engineering’s budget for professional services.
o 4. Recommended to move forward and the ETC does not need to go to council for
approval on these.
o 5. Split into 2 charge types: 4. Review and Decide and 3. Review and recommend
significant changes.
o 3 new initiatives
Race and equity staff recommendations – review and comment on these.
AARP City designation lead by community health with assistance from other
commissions.
Edina Grand Rounds – Parks will take the lead on this with assistance from
ETC
• Lime bike meeting is happening next week to see how 2018 went and develop a plan for
2019
• Edina Challenge Group would like to present to the ETC some options for youth
transportation
IX. Calendar of Events
A. Schedule of Meeting and Events as of November 9, 2018
For information purposes - no discussion.
X. Adjournment at 7:16 PM
Draft Minutes☒
Approved Minutes☐
Approved Date:
TRANSPORTATION COMMISSION ATTENDANCE
J F M A M J J A S O N D # of Mtgs Attendance %
Meetings/Work Sessions 1 1 1 1 1 1 1 1 1 1 1 11
NAME
Ahler, Mindy 1 1 1 1 1 1 1 1 1 1 10 91%
Johnson, Kirk 1 1 1 1 1 1 1 7 82%
Iyer, Surya 1 1 2 18%
LaForce, Tom 1 1 2 18%
Kane, Bocar 1 1 1 1 1 1 1 1 1 1 1 11 100%
McCarthy, Bruce 1 1 1 1 1 1 1 7 82%
Miranda, Lou 1 1 2 18%
Olson, Larry 1 1 1 1 1 1 1 1 1 1 10 91%
Richman, Lori 1 1 1 1 1 1 1 1 1 1 10 91%
Ruthruff, Erik 1 1 1 1 1 1 1 1 1 1 10 91%
Scherer, Matthew 1 1 1 1 1 1 1 1 8 91%
Veluvali, Shankar 1 1 1 1 1 1 1 7 82%
Emmanual Ayelomi (s) 1 1 1 3 100%
Yeukai Zimbwa (s) 1 1 2 91%
Jenny Ma (s) 1 1 1 1 1 5 45%
Tessa Yeager (s) 1 1 1 1 1 1 6 55%
Date: December 20, 2018 Agenda Item #: VI.A.
To:Transportation Commission Item Type:
Other
From:Mark Nolan, AICP, Transportation Planner
Item Activity:
Subject:Comprehensive Plan Update: Draft Transportation
Chapter
Discussion
CITY OF EDINA
4801 West 50th Street
Edina, MN 55424
www.edinamn.gov
ACTION REQUESTED:
None.
INTRODUCTION:
Attached is the draft transportation chapter for the 2018 Comprehensive Plan update. The ETC is asked to
review and comment on the draft, focusing primarily on the major themes (goals, strategies, deficiencies, etc.).
However, feedback on any of the content is welcome.
Staff and the consultant will make revisions to the chapter based on ETC input, and will submit the revised draft
to the Planning Commission, who will discuss it at their January 9 work session.
ATTACHMENTS:
Description
2018 Comprehensive Plan Update: Draft Transportation Chapter
Draft Transportation Chapter Figures
Southdale District Plan Transportation Recommendations: Planning Commissioner Miranda
TRANSPORTATION CHAPTER
Introduction
Overview
Effective transportation planning is critically
important for a community such as Edina.
Residents, institutions, and businesses must be
provided with transportation facilities and services
that meet mobility needs in an efficient and safe
manner. Transportation facilities, at the same time,
need to be planned and constructed so as to limit
negative social, environmental, and aesthetic
impacts to the greatest degree feasible. In addition,
residents who cannot or choose not to drive need
to have transportation options to meet their daily
needs.
There is a fundamental link between transportation
planning and land use planning. Successful land use
planning cannot take place without taking
transportation considerations into account.
Conversely, transportation planning is driven by the
need to support existing and future land uses.
(Chapter 4 of this Comprehensive Plan identifies existing and planned future land uses, which are
base-level inputs in transportation planning.)
Edina Transportation Commission
In 2003, the City formed the Edina Transportation
Commission (ETC). It is made up of citizens
appointed by the City Council. It advises the City
Council on transportation issues facing the City,
including traffic management, roadway
improvement projects, non-motorized
transportation, and traffic safety requests. This
transportation chapter was prepared under the
guidance of the ETC.
Purpose
There are three objectives of this Transportation
chapter:
• To provide a guidance document for City
staff and elected officials regarding the
planning and implementation of effective
transportation facilities and systems over
the planning horizon
Edina’s Transportation Planning Mission:
The mission for transportation planning in Edina is to
provide access to and facilitate movement of people and
goods efficiently, safely, cost effectively, and comfortably to
any desired destination while, at the same time, seeking to improve community livability and the environment, and
minimize associated negative impacts.
Transportation planning is not an end in and of itself.
Instead, transportation planning is performed to proactively
identify the most suitable travel modes and pathways to
help achieve a desirable and livable community and to
accommodate safe and convenient travel to, within, and
through the community’s nodes, parks, and City facilities.
Toward this end, this chapter considers the roles of a range
of transportation infrastructure (roadways, transitways, walkways, bikeways, railways and flyways), to support a
variety of vehicles, each operating successfully and in a
manner that minimizes conflicts with each other and
surrounding land uses.
Edina is a near fully developed community, and the existing
roadway network is essentially complete. Today’s primary
transportation planning focus is not on building new roads
on new alignments but on:
1. Renewing, managing, and improving the existing transportation system (network);
2. Ensuring that the transportation system can
accommodate travel demand imposed by new
developments;
3. Improving the City’s non-motorized transportation
system to facilitate pedestrian and bicycle movement and increase active transportation;
4. Supporting and encouraging transit use in the
community;
5. Increasing safety;
6. Implementing the city’s Living Streets Plan to ensure
that the transportation needs of all users will be
considered and all modes will be appropriately
accommodate; and
7. Ensuring that the City will manage the existing and
future transportation systems in an efficient and
responsible manner to achieve livability, sustainability, and a high level of environmental quality.
-Page 2-
• To give citizens and businesses background on transportation issues and allow them to be better informed
regarding the City’s decision making on transportation issues.
• To communicate to other government agencies Edina’s perspectives and intentions regarding
transportation planning issues.
The preparation of the document also has provided stakeholders with the opportunity to have input into the transportation
planning process.
Current Conditions
Roadways
Overview
Located within the Twin Cities metropolitan area, the City of Edina is served by the regional roadway network, which is
depicted on Figure X.1. As shown, Edina is a first-tier suburb within the I-494 beltway, and the important regional roadways
that pass through or are adjacent to the City are: I-494, Trunk Highway (TH) 169, TH 100, and TH 62 (Crosstown). Cities that
are adjacent to Edina are: Minneapolis, St. Louis Park, Minnetonka, Eden Prairie, Bloomington, and Richfield. Figure X.2
provides an aerial photograph of Edina roadways and the land uses they support. Figure X.3 depicts the number of lanes on
roadways in Edina, and Figure X.4 shows current traffic volumes.
Roadway Functional Classification
The roadway functional classification system describes how streets and highways comprising a network collect and
distribute traffic from neighborhood streets to collector roadways to arterials and ultimately to the Metropolitan Highway
System. Roads are placed into categories based on the degree to which they provide access to adjacent land versus provide
higher-speed mobility for “through” traffic. Functional classification is a cornerstone of transportation planning. Within this
approach, roads are located and designed to perform their designated function.
It should be noted that while functional classification is an important factor to determine the engineering/technical design
parameters for roadways, aesthetic considerations in Edina will be directed by the Living Streets Plan and transportation-
related community design guidelines discussed in Chapter X of this Comprehensive Plan.
The functional classification system used in the City of Edina, as described below and shown in Figures X.5 and X.6,
conforms to the Metropolitan Council standards. The Metropolitan Council has published these criteria in the
Transportation Development Guide/Policy Plan. This guide separates roadways into five (5) street classifications, including
principal arterials, minor arterials, collectors, and local streets. These classifications address the function of state, county
and city streets from a standpoint of the safe and efficient movement of traffic through the City while providing satisfactory
access to residents and businesses located within the City.
Under the following headings, information is provided for each of the respective functional classes, as well the roadways
that fall under those classes in Edina. The descriptions of the characteristics of the functional classes provided below are
based on Metropolitan Council information. It should be noted that an additional sub-classification called Local Connector
streets is included as part of Edina’s local roadway network and is described below. It should also be noted that these
descriptions represent “ideal conditions” and that not all roadways within that functional class will fit the specific
description due to unique local conditions, history of the roadway, or other factors.
Principal Arterials
Principal arterials include all Interstate freeways. Interstate freeways connect the region with other areas in the state and
other states. They also connect the metro centers to regional business concentrations. The emphasis of principal arterials is
on moving large volumes of traffic over long distances rather than providing direct access to land. They connect only with
other Interstate freeways, other principal arterials, and select minor arterials and collectors. Principal arterials are not
intended to serve pedestrian and bicycle travel directly and they often act as barriers to bicycle and pedestrian travel in the
centers and neighborhoods through which they pass. The principal arterials through or adjacent to Edina are:
• I-494
• TH 100
-Page 3-
• TH 169
• TH 62 (Crosstown)
Minor Arterials
The primary function of minor arterials is mobility as opposed to access in the urban area; and only concentrations of
commercial or industrial land uses should have direct access to them. Minor arterials should connect to principal arterials,
other minor arterials, and collectors. Connection to some local streets is acceptable. Minor arterials are designed to carry
higher volumes of general traffic than other local roads carry. Sometimes the design standards for high volume minor
arterials create a barrier for bicycle and pedestrian travel.
The Metropolitan Council has identified “A” minor arterials as streets that are of regional importance because they relieve,
expand, or complement the principal arterial system. The “A” minor arterials in the Edina area are summarized in Table X.1,
below.
TABLE X.1 – “A” MINOR ARTERIAL ROADWAYS
Roadway From To Type
France Ave (CSAH 17) Southern City Limit Northern City Limit Reliever Arterial
Valley View Rd TH 62 W 66th St Reliever Arterial
W 66th St Valley View Rd Eastern City Limit Reliever Arterial
Vernon Ave (CSAH 158) Interlachen Blvd TH 100 Augmenter Arterial
W 50th St TH 100 France Ave S (CSAH 17)** Augmenter Arterial
TH 169 E Frontage Rd/W 78th
St/Edina Industrial Blvd/W
77th St/W 76th St
Western City Limit Eastern City Limit Reliever Arterial
** County State Aid Highway (CSAH): A county road where funding support is provided to the county by the state, because
the road functions to link metropolitan highways.
All other minor arterials are considered “other” minor arterials, which have the same function as “A” minor arterials, but
are not eligible for federal funds. As shown in Table X.2 below, CSAH 158 is functionally classified as an “other“ minor
arterial. It is the only roadway in Edina that falls into this category.
TABLE X.2 – OTHER ARTERIAL ROADWAYS
Roadway From To
Vernon Ave/Gleason Road
(CSAH 158)
TH 62 Interlachen Blvd
Collector Roads
The collector system provides connection between neighborhoods and from neighborhoods to minor business
concentrations. It also provides supplementary interconnections of major traffic generators within the metro centers and
regional business concentrations. Mobility and land access are equally important. Direct land access should predominately
be to development concentrations. In order to preserve the amenities of neighborhoods while still providing direct access
to business areas, these streets are usually spaced at one-half mile intervals in developed areas.
Major collectors serve higher density residential areas, job and activity centers and freight terminals that are not on the
arterial system, and they serve longer local trips, including local bus service. Major collectors are included in the
Metropolitan Council’s regional network. Minor collectors serve shorter local trips and lower density land uses and play a
key role in the City of Edina’s local roadway network. Major and minor collector roads can be good candidates for bicycle
-Page 4-
routes because they serve shorter trips that bicyclists make and generally have more compatible traffic speeds and volumes
as compared to arterials. Major collector roadways in the Edina are summarized in Table X.3, below.
TABLE X.3 MAJOR COLLECTOR ROADS
Street From To
Blake Rd./Interlachen Rd. Northern City Limit Vernon Ave (CSAH 158)
Blake Rd. Interlachen Blvd Vernon Ave (CSAH 158)
Gleason Rd TH 62 W 78th St
Valley View Road/Tracy Ave. Gleason Rd Vernon Ave (CSAH 158)
Cahill Rd. W 78th St Dewey Hill Rd
Brookside Ave Interlachen Blvd Northern City Limit
Dewey Hill Rd Gleason Rd Cahill Rd
Antrim Rd Valley View Rd W 70th St
W 70th St Antrim Rd. France Ave S (CSAH 17)
York Ave S/Xerxes Ave S (CSAH
31)
Northern City Limit Southern City Limit
W 69th St York Ave S (CSAH 31) Eastern City Limit
Local Connector Streets
Local Connector Streets are a subset of Local Roads (below) and are not part of the Metropolitan Council TPP standards.
Local Connectors are those with a Local Road functional classification as defined in the Comprehensive Plan, and meets at
least one of the following two criteria:
• Average daily traffic (ADT) of at least 1,000 vehicles.
• Serves as a connection between neighborhoods, destinations and higher-level roadways.
Local Connectors provide continuous walking and bicycling routes, and some may accommodate transit routes as well.
While they are essential to the flow of people between neighborhoods and destinations, the needs of people passing
through must be balanced with the needs of those who live and work along Local Connectors. Local connector streets in
the City are depicted on Figure X.6.
Local Roads
Local roads provide the most access and the least mobility within the overall functional classification system. They allow
access to individual homes, shops, and similar traffic destinations. Through traffic should be discouraged by using
appropriate geometric designs and traffic control devices. Local roads serve local travel for pedestrians and bicyclists. Local
roads in the City are depicted on Figure X.6.
Jurisdictional Classification
Roadways are classified on the basis of which level of government owns and has jurisdiction over the given facility. The
three levels of government that have involvement are the State of Minnesota (MnDOT), Hennepin County, and the City of
Edina. MnDOT owns/maintains the Principal Arterial and Trunk Highway (TH) systems, Hennepin County the County State
Aid Highway (CSAH) and County Road (CR) system. The City owns/maintains the local (and local connector) streets,
including Municipal State Aid (MSA) streets. Figure X.7 provides a graphic depicting the jurisdictional classification of the
overall roadway network serving Edina and its residents, businesses, and institutions.
-Page 5-
Municipal State Aid Streets
Cities in Minnesota with populations greater than 5,000 are eligible to receive Municipal State Aid (MSA) funding from the
state Highway User Tax Distribution Fund. The basic purpose of this program is to help local governments construct and
maintain collector and arterial roadways which have consistent design standards and which are well integrated into the
overall network of collector and arterial roadways. The State Aid office of MnDOT has established clearly defined design
requirements for MSA streets. These requirements ensure that capacity, operational, and safety goals are met in a uniform
manner from community to community, and that street systems are well coordinated with each other.
Based on State Statute, sections 169.80 and 169.87, MnDOT does not allow cities to restrict truck traffic on MSA streets.
Edina’s current (2018) MSA network is identified on Figure X.8. These roadways are eligible to receive MSA funds for
maintenance and/or improvement projects. The MSA network is reviewed every year and may be revised subject to
MnDOT State Aid review and approval.
Transit
Existing Transit Routes and Dial-a-Ride Services
Scheduled transit service for Edina residents is currently provided by Metro Transit (a division of the Metropolitan Council)
and by Southwest Transit. Most of the City of Edina is within Metro Transit’s Market Area III, with eastern portions
(including Southdale and northeast Edina) in Market Area II. The existing scheduled service to Edina residents is depicted on
Figure X.9 and summarized on Table X.4, below.
TABLE X.4 – SCHEDULED TRANSIT SERVICE IN EDINA (2018)
Route Number Service Route/Area Service Description
6 Edina (includes Southdale Transit Center),
Uptown, downtown Minneapolis, University
of Minnesota
High frequency local service, all
day/evening, all week; 5-15 minute
headways
46 Eden Prairie, Edina (includes 50th/France),
south Minneapolis, St Paul
Local service all day/evening, all week; 30-
60 minute headways
146 Edina (Vernon Ave.), southwest Minneapolis,
downtown Minneapolis
Limited stop service (I-35W) service during
a.m. and p.m. rush hours, weekdays
515 Edina (Includes Southdale Transit Center),
Richfield, South Minneapolis, Bloomington
(includes Mall of America), Veterans Medical
Center
Local service, all day/evening, all week; 10-
30 minute headways
537 Bloomington (includes Normandale College),
Edina (includes Southdale Transit Center)
Local service, all day/evening, weekdays; 60
minute headways
538 Edina (includes Southdale Transit Center),
Richfield, Bloomington (includes Mall of
America)
Local service, all day/evening, all week; 30-
60 minute headways
540
Edina, Richfield (includes Best Buy
Headquarters), Bloomington (includes Mall of
America)
Local service, all day/evening, all week; 15-
30 minute headways during a.m./p.m. rush
hours, otherwise 60-90 minute headways
578 Edina (includes Southdale Transit Center),
downtown Minneapolis
Express service (TH 62 and I-35W) during
a.m. and p.m. rush hours
579 University of Minnesota, south Minneapolis,
Edina (includes Southdale Transit Center)
Express service (I-35W and TH 62) during
p.m. rush hour, weekdays
587 Edina, downtown Minneapolis Express service (TH 100 and I-394) during
a.m. and p.m. rush hours, weekdays
600 (Southwest Transit) Eden Prairie (includes Southwest Station),
Edina (includes Southdale Transit Center),
downtown Minneapolis
“Flex route” service during a.m. and p.m.
rush hours, weekdays, 10-20 minute
headways
-Page 6-
Note: all routes are Metro Transit with the exception of 600, which is Southwest Metro Transit.
Metro Mobility
Paratransit services are provided by Metro Transit’s Metro Mobility service. Door to door service is provided using a
wheelchair lift-equipped van on a first come-first served basis. 2018 hours of operation are daily 4:15 a.m. to 2:30 a.m.
CloverRide Circulator Service
The City of Edina provides a circulator bus service in the Southdale area for Edina residents and visitors. This service, called
CloverRide, is provided by DARTS and operates from 10 a.m. to 3 p.m. on Fridays. CloverRide is a reliable, continuous
shuttle service that provides accessibility from senior housing locations in the Southdale area to retail and other popular
destinations. The one-hour “loop” runs clockwise along France and York Avenues between W 65th Street and Minnesota
Drive.
High-Frequency Transit Routes
The only high-frequency transit route that currently serves Edina is the Route 6 (see Table 7.4 above). The Route 6 serves
Edina’s industrial park area, the Southdale Transit Center, South Minneapolis (including the Uptown Transit Station),
downtown Minneapolis and the University of Minnesota.
Transit Stations and Transit Centers
Southdale Transit Center
The key transit facility in Edina is the Southdale Transit Center, which is located in the eastern portion of Southdale Center
shopping mall. It includes a covered shelter area with route/schedule information. The Southdale Transit Center is one of
the busier transit centers in the Twin Cities, with seven transit lines that stop and link at this location, along with a park &
ride (see below). Three lighted, covered waiting shelters are equipped with on-demand heat and real-time departure
information.
Park-and-rides and Express Bus Corridors
Southdale Park & Ride
There are 70 surface park & ride spaces at the Southdale Transit Center (see above), with available overflow parking for
additional vehicles.
Express Bus Corridors
TH 62, TH 100, I-35W and I-394 serve as express bus corridors for Metro Transit routes that connect Edina commuters to
downtown Minneapolis and the University of Minnesota. Express routes 578 and 579 run along TH 62 and I-35W, while
Route 587 runs along TH 100 and I-394.
Transit Advantages
Currently, Metro Transit operates on “bus-only shoulders” within Edina on northbound TH 100 (north of Benton Avenue)
and both eastbound and westbound TH 62 (east of Gleason Road).
Transit support facilities
There are currently no transit support facilities in Edina.
Walking and Bicycling
Walking and Bicycling Facilities
The existing network of sidewalks, pathways and bicycle facilities serving the City of Edina is depicted on Figures X.10 and
X.11. In 2018 the City prepared a Pedestrian and Bicycle Master Plan; the Master Plan’s pedestrian and bicycle findings and
recommendations are summarized in Section 7.3. The full plan is attached as an appendix.
Regional Bicycle Transportation Network
The goal of the Metropolitan Council’s Regional Bicycle Transportation Network (RBTN) is to establish an integrated
seamless network of on-street bikeways and off-road trails to most effectively improve conditions for bicycle transportation
at the regional level and to encourage planning and implementation of future bikeways. The network is divided into two
-Page 7-
tiers each for RBTN corridors and alignments. Figure X.12 depicts the Tier 1 and Tier 2 RBTN corridors and alignments in
Edina.
Tier 1 RBTN corridors have been identified by the Metropolitan Council as the highest priority for regional transportation planning and investment. There are no Tier 1 RBTN corridors in Edina. Tier 2 RBTN corridors are the remaining corridors in
the overall regional network and are assigned the second tier priority. The following three Tier 2 RBTN corridors (which
have no defined alignments) in Edina are centered on:
• Blake Road/Interlachen Boulevard
• Vernon Avenue/W. 50th Street
• Canadian Pacific Railroad north of W. 66th Street
Tier 1 and Tier 2 RBTN Alignments are similar to RBTN corridors, but have specific route alignments defined through discussions with City and County staff. These alignments either already exist, or are defined in City planning documents. The
Nine Mile Creek Regional Trail, opened in 2018 by Three Rivers Park District, is the only Tier 1 alignment in Edina. W. 66th
Street is the only Tier 2 RBTN alignment in Edina.
Aviation
There currently are no airports within the City of Edina. The closest airport is the Minneapolis-St. Paul International Airport
(MSP), which is approximately three and one half miles east of the City. Edina is within the influence area of MSP as
determined by Metropolitan Council Guidance (Transportation Policy Plan, Appendix K).
Policies and Ordinances
Any person or organization who intends to sponsor the construction or alteration of a structure affecting navigable airspace
as defined in Federal Regulation Title 14, Part 77 needs to inform the Federal Aviation Agency (FAA) of the project. This
notification is accomplished through the completion and submittal to FAA of Form 7460. In the case of Edina, this
requirement applies to the following circumstances:
• any construction or alteration exceeding 200 feet above ground level
• any construction or alteration of greater height than an imaginary surface extending outward and upward
at a slope of 100 to 1 for a horizontal distance of 20,000 feet from the nearest point of the nearest runway
(Runway 17/35 at MSP)
Facilities
Edina has no permitted seaplane surface waters, tall towers, radio beacons or other air navigation aids located within the
city. There is currently one heliport in the City of Edina, which is located at the Fairview Southdale Hospital. Heliports are
regulated through City ordinance.
Freight
A safe, efficient, high-capacity freight transportation system is essential to the economic well-being of Edina, the region,
and the state. However, freight movement (by rail and truck) is often regarded as incompatible with other land uses and
other modes of transportation. The following is a summary of existing facilities, nodes and issues relating to freight
movement in Edina.
Facilities
While Edina has no intermodal freight terminals within the city, the Canadian Pacific Railway (CP Rail) railroad runs north-
south over four miles through the entire city, just west of Highway 100 (see Figure X.13). Currently, freight trains on this
portion of the CP Rail line are operated by the Twin Cities and Western (TC&W) Railroad. Approximately two trains run
through Edina on CP Rail per day – one in the morning and one the evening. The existing freight rail traffic in the corridor
remains about the same as it did in 2001 (about 1-2 trains per day). Some freight improvements/track improvements have
been made recently which may lead to increased freight traffic, though specific railroad plans are not known.
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Other Nodes
The Cahill industrial area, located in south-central Edina, consists of two distinct areas. The northwestern corner of this area
comprises some residential uses on the north side of W 70th Street and a concentration of commercial (office and retail)
and light industrial uses on the south side of W 70th Street. This area is bordered by W 70th Street to the north, the
Canadian Pacific Railroad to the east, generally the FilmTech industrial use to the south, and Cahill Road to the west. A small
area plan for the northwest corner of this area was approved by the Planning Commission in December 2018 and adopted
by Council in January 2019.
The remaining area is bordered by W 70th Street to the north, TH 100 to the east, the southern city limits to the south, and
the Canadian Pacific Railroad to the west. The land uses within these borders can best be described as light industrial and
business park. With the Great Recession of 2008 and the economic downturn, retail uses and other non-business uses
began to appear in this area. At this time it is known that existing land uses in the Cahill industrial area tend to generate
multi-axle truck traffic, future plans are somewhat unknown as the City considers preparing a small area or district plan for
the area.
Another concentration of uses associated with truck traffic is the Southdale commercial district, in southeastern Edina. This
area has a large number of commercial and retail land uses that must be served by trucks for deliveries, in addition to the
general purpose traffic associated with the district.
Volumes of Multi-Axle Trucks
Figure X.14 depicts the current volumes of multi-axle (or heavy commercial traffic) on principle arterials in and adjacent to
the City.
Trends and Challenges
Roadways
2040 Traffic Forecasts
Year 2040 traffic forecasts were prepared using the Metropolitan Council travel demand model. The model was refined for
application specifically for the City of Edina. The 2040 roadway network assumed for this analysis is the same as the current
roadway network, as the City and County Capital Improvement Programs (CIPs) do not include any projects that add
significant capacity to the roadway network. While the travel demand model is a valuable tool for identifying future traffic
based on the proposed land use impacts, it is not meant for use in detailed traffic operations studies. For a more accurate
representation of the transportation impacts from specific developments, detailed traffic studies should be conducted to
determine the operational impacts on adjacent roadways and intersections.
A central concept of travel demand forecasting is the use of Transportation Analysis Zones (TAZs). Each forecast study area,
in this case the City of Edina, is divided into a series of TAZs. Each TAZ has land use data which indicates trip generation and
trip attraction including population, household, and employment data. Figure X.15 displays Metropolitan Council TAZs
within the City of Edina.
Table X.5 provides the initial population, household, and employment allocations by TAZ assumed in the Metropolitan
Council model. Table X.6 provides the population, household, and employment allocations by TAZ based on the City of
Edina’s Land Use Plan adjustments as detailed in Chapter X. Table X.7 shows the change in TAZ between the base condition
to the adjusted condition.
The results of the City of Edina modeling process are summarized in Figure X.16 showing the 2040 Traffic Forecast (Met
Council Base) and Figure X.17 showing the 2040 Traffic Forecast with Edina Land Use adjustments.
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TABLE X.5 –2040 TRANSPORTATION ANALYSIS ZONE (TAZ) FORECASTS – METROPOLITAN COUNCIL BASE
TAZ
2020 2030 2040
Households Population Employment Households Population Employment Households Population Employmen
1022 0 0 0 3 7 0 10 22 0
1395 569 1504 109 577 1472 108 563 1381 110
1396 699 1894 1024 768 1949 1059 804 1919 1091
1397 309 850 35 313 824 38 302 762 40
1398 23 61 1 22 57 1 20 49 0
1403 686 1453 40 698 1440 40 684 1380 40
1404 95 205 193 94 199 197 91 187 200
1408 351 871 6 352 869 8 342 836 10
1409 690 1713 375 701 1732 413 684 1675 450
1410 1288 2735 430 1301 2690 446 1267 2564 460
1411 1241 2498 8998 1263 2466 9092 1237 2375 9106
1412 663 1848 41 670 1860 41 654 1807 40
1413 34 79 570 39 83 577 40 81 580
1414 726 1446 361 734 1416 644 714 1352 951
1415 0 0 219 0 0 237 0 0 250
1416 0 0 868 0 0 930 0 0 1011
1417 61 89 10533 62 91 10884 60 89 11198
1418 757 1505 24 765 1471 48 744 1403 80
1419 356 964 34 361 971 36 352 942 40
1420 342 928 11 348 937 10 342 915 10
1421 452 1225 12 455 1223 11 442 1184 10
1422 158 412 295 162 417 348 161 408 400
1423 671 1604 177 680 1567 183 664 1485 190
1424 602 1640 48 609 1628 49 593 1553 50
1425 358 947 61 362 952 70 352 920 80
1426 322 853 345 328 864 393 322 843 440
1427 834 1911 1163 915 1955 1204 955 1919 1241
1428 353 926 761 358 904 787 352 859 811
1429 475 1248 926 490 1237 955 483 1179 981
1430 480 1261 41 484 1225 41 473 1156 40
1431 459 1236 102 464 1245 116 453 1210 130
1432 326 865 13 330 875 11 322 852 10
1435 708 1879 29 719 1907 29 704 1869 30
1436 123 295 21 142 324 20 151 327 20
1585 1290 2268 5044 1651 2936 5212 1911 3433 5364
1586 290 689 146 302 669 155 302 634 170
1587 531 1244 1593 554 1210 1687 553 1148 1841
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1588 243 475 3818 333 667 3947 402 813 4063
1593 2182 3723 3266 2400 4229 3375 2504 4547 3472
1594 1981 4411 871 2422 5319 1229 2715 5889 1601
1595 507 1026 5667 591 1208 5724 644 1324 5754
1596 662 1116 2941 880 1508 2993 1036 1811 3032
1637 0 0 450 0 0 508 0 0 560
1640 0 0 140 0 0 140 0 0 140
Totals 22897 51897 51802 24702 54603 53996 25404 55102 56097
TABLE X.6 –2040 TRANSPORTATION ANALYSIS ZONE (TAZ) FORECASTS – ADJUSTED
TAZ
2020 2030 2040
Households Population Employment Households Population Employment Households Population Employmen
1022 0 0 0 3 7 0 10 22 0
1395 569 1504 109 577 1472 108 563 1381 110
1396 699 1894 1024 900 2100 1059 1000 2270 1091
1397 309 850 35 313 824 38 302 762 40
1398 23 61 1 22 57 1 20 49 0
1403 686 1453 40 698 1440 40 684 1380 40
1404 95 205 193 94 199 197 91 187 200
1408 351 871 6 352 869 8 342 836 10
1409 690 1713 375 701 1732 413 684 1675 450
1410 1288 2735 430 1301 2690 446 1267 2564 460
1411 1241 2498 8998 1263 2466 9092 1237 2375 9106
1412 663 1848 41 670 1860 41 654 1807 40
1413 34 79 570 39 83 577 40 81 580
1414 726 1446 361 734 1416 644 714 1352 951
1415 0 0 219 0 0 237 0 0 250
1416 0 0 868 0 0 930 0 0 1011
1417 120 168 10533 200 300 10884 200 300 11198
1418 757 1505 24 765 1471 48 744 1403 80
1419 356 964 34 361 971 36 352 942 40
1420 342 928 11 348 937 10 342 915 10
1421 452 1225 12 455 1223 11 442 1184 10
1422 158 412 295 162 417 348 161 408 400
1423 671 1604 177 680 1567 183 664 1485 190
1424 602 1640 48 609 1628 49 593 1553 50
1425 358 947 61 362 952 70 352 920 80
1426 322 853 345 328 864 393 322 843 440
1427 834 1911 1163 1050 2100 1204 1100 2200 1241
1428 353 926 761 358 904 787 352 859 811
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1429 475 1248 926 490 1237 955 483 1179 981
1430 480 1261 41 484 1225 41 473 1156 40
1431 459 1236 102 464 1245 116 453 1210 130
1432 326 865 13 330 875 11 322 852 10
1435 708 1879 29 719 1907 29 704 1869 30
1436 123 295 21 142 324 20 151 327 20
1585 1290 2268 5044 1800 3060 5212 2100 3570 5364
1586 290 689 146 302 669 155 302 634 170
1587 531 1244 1593 554 1210 1687 553 1148 1841
1588 450 977 3818 1000 2000 3947 1300 2600 4063
1593 2300 3919 3266 3300 5610 3375 3600 6120 3472
1594 1981 4411 871 2800 5600 1229 3100 6110 1601
1595 726 1452 5667 1000 2000 5724 1500 2850 5754
1596 662 1116 2941 880 1508 2993 1036 1811 3032
1637 0 0 450 0 0 508 0 0 560
1640 0 0 140 0 0 140 0 0 140
Totals 23500 53100 51802 27610 59019 53996 29309 61189 56097
TABLE X.7 –2040 TRANSPORTATION ANALYSIS ZONE (TAZ) FORECASTS – TAZ CHANGES
TAZ 2020 2030 2040
Households Population Households Population Households Population
1396 0 0 132 151 196 351
1417 59 79 138 209 140 211
1427 0 0 135 145 145 281
1585 0 0 149 124 189 137
1588 207 502 667 1333 898 1787
1593 118 196 900 1381 1096 1573
1594 0 0 378 281 385 221
1595 219 426 409 792 856 1526
Totals 603 1203 2908 4416 3905 6087
2040 Roadway Deficiency Analysis
Congestion on the roadway system is judged to exist when the ratio of traffic volume (number of daily vehicles on a given
roadway) to roadway capacity (maximum number of daily vehicles a given roadway can reasonably accommodate)
approaches or exceeds 1.0. The ratio of volume to capacity (v/c ratio) provides a measure of congestion along a stretch of
roadway and can help determine where roadway improvements, access management, transit services, or demand
management strategies need to be implemented. It does not, however, provide a basis for determining the need for
specific intersection improvements or other detailed mitigation.
Table X.8 provides a method to evaluate roadway capacity for non-freeway and non-regional highway roadways. For each
facility type, the typical planning level average daily traffic (ADT) capacity ranges and maximum ADT volume ranges are
listed. These volume ranges are based upon guidance from the Highway Capacity Manual, discussions with the
Metropolitan Council and professional engineering judgment. A range is used since the maximum capacity of any roadway
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design (v/c = 1) is a theoretical measure that can be affected by its functional classification, traffic peaking, access spacing,
speed, and other roadway characteristics.
Further, to define a facility’s “daily capacity”, the top of each facility type’s volume range should be used. This allows for capacity improvements that can be achieved by roadway performance enhancements. Another useful capacity analysis
index is the level of traffic that a facility can accommodate before it is defined as approaching its capacity limit. A segment
of road is noted as “approaching capacity” when observed daily volume equals or exceeds 85% of daily capacity (v/c > 0.85).
This level of traffic volume is also presented in Table X.8 by facility type.
TABLE X.8. PLANNING-LEVEL ROADWAY CAPACITIES BY FACILITY TYPE
Facility Type
Planning Level
Daily Capacity
Ranges (ADT)
Daily Capacity
(ADT)
Approaching
Capacity
(85% of ADT)
Two-lane undivided urban 8,000-10,000 10,000 8,500
Two-lane undivided rural 14,000-15,000 15,000 12,750
Two-lane divided (three-lane) 14,000-17,000 17,000 14,450
Four-lane undivided urban 18,000-22,000 22,000 18,700
Four-lane divided (five-lane) 28,000-32,000 32,000 27,200
Four-lane divided rural 35,000-38,000 38,000 32,300
Note: The terms urban and rural describe typical section design (e.g., curb and gutter for urban and ditch drainage for rural).
They do not imply geographic areas.
Using the methodology described above, capacity deficiencies were identified by comparing existing ADT volumes to the
thresholds noted in Table X.8. The existing traffic volumes (Figure X.4) and the existing number of lanes (Figure X.3) were
used to develop the 2040 capacity deficiencies. Figure X.18 shows the 2040 Traffic Forecast (Met Council Base) and Figure
X.19 shows the 2040 Traffic Forecast with Edina Land Use adjustments.
As noted in the figures “congested” roadway segments are defined as those with a volume-to-capacity ratio at or above 1.0,
which signifies that a segment of road has observed volumes that exceed its design capacity. In addition, the figure also
identifies those segments of roadways that are approaching capacity (volume-to-capacity ratio of 0.85 to 1.0).
Based on the 2040 traffic some of the major roadways in the City are expected to operate at levels approaching capacity or
over capacity. The following summarizes the road segments anticipated to exceed their design capacity or are expected to
approach capacity by 2040:
2040 Met Council Base Forecast Deficiencies:
Approaching Capacity:
• Interlachen Parkway – Maloney Avenue to W 50th Street
• Interlachen Road – TH 169 to Lincoln Drive
• Vernon Avenue – Hansen Road to Eden Avenue
• Tracy Avenue – Valley View Road to Valley Lane
• W 70th Street – Cahill Road to Metro Boulevard
• Edina Industrial Boulevard – Bush Lake Road to Metro Boulevard
• W 50th Street – Halifax Avenue to France Avenue
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• France Avenue – North City Limit to W 58th Street
• Xerxes Avenue – W 54th Street to W 60th Street
• W 70th Street – France Avenue to Xerxes Avenue S
• France Avenue – W 70th Street to South City Limit
• York Avenue S – W 66th Street to 70th Street
• York Avenue S – W 76th Street to South City Limit
Over Capacity:
• Vernon Avenue – Gleason Road to Hansen Road
• Gleason Road – TH 62 to Vernon Avenue
• France Avenue – W 58th Street to TH 62
• Xerxes Avenue S – W 60th Street to TH 62
• W 70th Street – TH 100 to France Avenue
2040 Revised Forecast Deficiencies with City Land Use Adjustment:
Approaching Capacity:
• Interlachen Parkway – Maloney Avenue to W 50th Street
• Interlachen Road – TH 169 to Lincoln Drive
• Vernon Avenue – Lincoln Drive to Gleason Road
• Vernon Avenue – Hansen Road to Eden Avenue
• Tracy Avenue – Valley View Road to Valley Lane
• W 70th Street – Cahill Road to Metro Boulevard
• Edina Industrial Boulevard – Bush Lake Road to Metro Boulevard
• W 50th Street – Halifax Avenue to France Avenue
• France Avenue – North City Limit to W 58th Street
• Xerxes Avenue S – W 54th Street to W 60th Street
• France Avenue – W 70th Street to South City Limit
• York Avenue – W 66th Street to W 70th Street
• York Avenue – W 76th Street to South City Limit
Over Capacity:
• Vernon Avenue – Gleason Road to Hansen Road
• Gleason Road – TH 62 to Vernon Avenue
• France Avenue – W 58th Street to TH 62
• Xerxes Avenue S – W 60th Street to TH 62
• W 70th Street – TH 100 to York Avenue S
Deficiencies and Improvement Needs
The City of Edina is considered fully developed and therefore it is not expected to see substantial traffic increases over the
planning horizon in many locations. However, with the anticipated redevelopment of land use in some locations (for
example, areas covered by the Small Area Plans), combined with regional traffic trends and considerations, there will be
some areas of significant traffic growth. Most (but not all) of the areas identified above as approaching or over capacity in
2040 are two-lane, state-aid roadways, which will require working with other agencies to improve or otherwise mitigate.
Taking into account projected future traffic conditions, together with current issues, the following areas have been
identified for recommended improvements and/or monitoring and further evaluation:
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• Gateway area redevelopment
• France Avenue (W 70th St to I-494)
• France Avenue (north of TH 62, especially south of W 58th St)
• W. 70th Street
• Vernon Avenue/Gleason Road (north of TH 62)
• Other trunk highway and interchange area
These areas and others will be addressed under the following headings. The final heading will address a summary of
implementation considerations and requirements. Within the context of this planning level information, individual projects
will be identified to be included in the City’s Capital Improvement Programs over the next ten years (until the next
Comprehensive Plan Update is required).
Potential Problem Locations
The primary current problem locations are identified below.
Trunk Highway system congestion
Peak period congestion occurs on nearly all of the trunk highway segments passing through or adjacent to the City. This
includes I-494, TH 169, TH 100, and TH 62 (Crosstown Highway). In addition to the mainline congestion, queuing from ramp
meters provides a source of localized congestion on the City street system as discussed under the following heading.
Freeway interchange queues
Peak period queuing occurs at most freeway ramps. In particular, the older freeway interchanges with TH 62 at Xerxes
Avenue S and France Avenue (see above) have inadequate bridge width and storage capacity to accommodate vehicles
waiting at the queue. Similar problems exist along TH 100 at West 70th Street and West 77th Street.
Through traffic on local streets
Various residential areas experience, or perceive that they experience, large amounts of through traffic.
France Avenue/West 50th Street Intersection
This intersection, in the middle of a popular older commercial area, is affected by high pedestrian traffic levels as well as
high vehicular traffic volumes. It is a destination for local as well as many non-local visitors. Refer to the 50th & France Small
Area Plan for further details.
France Avenue north of TH 62
The concentration of recent and future increased redevelopment in the greater Southdale area, along with the congested
interchange at TH 62, has the potential to result in congestion on France Avenue north of TH 62. France Avenue transitions
from a four-lane to a two-lane roadway at the interchange.
Gateway Redevelopment Area Improvements
An Alternative Urban Areawide Review (AUAR) was prepared by the City in 2007 (with updates in 2013 and 2018) for an
area generally bounded by TH 100 to the west, Fred Richards Golf Course/76th Street to the north, France Avenue to the
east, and Minnesota Drive to the south (see Figure 7.13). The impetus for the AUAR was purchase by a private developer of
a group of parcels within the Study Area and subsequent discussions with the City regarding their redevelopment. The City
decided to review the potential for further redevelopment within the commercial and industrial area along West 77th
Street adjacent to these recently acquired parcels.
The AUAR reviewed five different scenarios: 1 – Comprehensive Plan (1998), 2 – Master Plan (proposed by developer), 3 –
Maximum Commercial, 4 – Maximum Residential, and 4.1 – Modified Scenario 4. Each of these scenarios required its own
set of roadway improvements to accommodate the development envisioned for the given scenario. Perhaps the most
notable observation is that Scenario 3 (Maximum Commercial) would require reconstruction of the W. 77th Street Bridge
over TH 100 to provide additional through and turning lanes. Funding requirements may preclude the implementation of
this scenario in the foreseeable future.
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The AUAR identifies improvements that will be required for various types and intensities of development outcomes. The
specific improvements which will be required, and the schedule of those improvements, will be dictated by the
development projects which are actually proposed and occur over time. It is recommended that the City clarify to
developers early in the plan review procedures for this overall area that they must address transportation improvement
needs in a proactive manner. The City will coordinate with developers regarding the planning and funding of the
improvements, but developers will be required to perform their “fair share” such that needed improvements are identified
and implemented in advance of the added traffic volumes.
A conceptual east-west connector corridor north of I-494 has been identified for further evaluation and potential long-term
implementation. This corridor, identified on Figure 7.14 and using W 78th Street, W 77th Street, and W 76th Street with
enhanced continuity, will be further discussed under a separate heading, below. The improvements addressed in the
Gateway Area AUAR are considered short to mid-range improvements, with the east-west connector corridor being a long-
range concept.
France Avenue (TH 62 to I-494)
France Avenue between TH 62 and I-494 carries high volumes of traffic. The design of the roadway, 4-lane divided with turn
lanes, has a high level of capacity, and roadway actually operates better than what perhaps is the common perception. For
example, motorists must wait more than one signal cycle to proceed through an intersection only infrequently even at peak
travel times. However, as traffic levels increase into the future as projected on Figure X.19, congestion on the main portion
of this stretch of roadway will become more of a concern. Refer to the Southdale District Area Plan for greater detail.
TH 62 and central areas
The primary issue at TH 62 is that there is currently not enough bridge width to provide storage for vehicles waiting in
queues on France Avenue at the interchange. To address this issue, in 2019 MnDOT (in cooperation with Hennepin County)
is planning to redeck the France Avenue bridge over TH 62 to include a second northbound left-turn lane, with the intent to
shorten queuing for vehicles waiting to head westbound on TH 62. Additionally, the sidewalks on both sides of the bridge
will be significantly widened to improve pedestrian comfort and safety.
An additional means to improve this situation is through traffic management, attempting to spread the traffic more equally
between the interchanges at Valley View Road, France Avenue, and Xerxes Avenue. Both the Valley View Road and Xerxes
Avenue interchanges currently do serve to relieve the France Avenue interchange, but efforts can be made to increase this
affect. Options which could be further explored include employee training for businesses in the area to promote use of the
alternate interchanges as much as possible, and improved signage indicating the option of using alternate interchanges.
However, it is not known how effective such measures could be, short of significant operational or infrastructure projects.
There currently do not appear to be any physical/infrastructure projects which could readily be implemented and would
have clear benefits in terms of redirecting traffic from France Avenue to York/Xerxes Avenue. However, as redevelopment
continues to take place in the Greater Southdale area, the City should promote access and street design that helps make
Xerxes/York Avenue a viable alternative to France Avenue.
An important limitation of Xerxes/York Avenue in terms of serving as an alternate route for France Avenue is that it does
not have an interchange at I-494. As will be discussed under a separate heading, the City should investigate an enhanced
east-west connector corridor north of I-494. This would tie into Richfield’s W. 76th /77th Street corridor. A conceptual
alignment is provided on Figure 7.14. One of the benefits of such a connector route is that it could make the use of
Xerxes/York Avenue as an alternate to France Avenue more viable. East-west traffic flow would be enhanced in the
southern portion of the City with connections to both France Avenue and York Avenue.
I-494 Area
The primary operational difficulty on France Avenue at the south end at I-494 relates to the single southbound right turn
lane to accommodate both motorists using the ramp to westbound I-494 and those using the loop to eastbound I-494. This
causes excessive southbound queuing in the right lane. The proximities of Minnesota Drive and W. 78th Street to the
interchange exacerbate this problem. Hennepin County has identified a roadway re-striping plan which would help address
this problem. This plan separates the traffic turning onto the westbound I-494 ramp from the traffic turning onto the
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eastbound loop. The City will work with the County and the City of Bloomington to ensure that this improvement takes
place.
W. 70th Street The section of W. 70 Street between TH 100 and France Avenue (reconstructed in 2011) is problematic because it
experiences relatively high traffic levels for a roadway passing through a residential setting. The traffic levels are due in
large part to the basic location and context of the segment. At one end of the segment is an interchange with major
highway (TH 100), and at the other end is an important “A” minor arterial roadway (France Avenue) and a major
commercial center (greater Southdale area). Traffic levels are currently at the high end of the capacity for a 2-lane roadway
with turn lanes, and are forecasted to be over capacity by 2040.
East-West Connector Corridor
A significant transportation difficulty facing the City is that there is not a continuous east-west reliever roadway on the
north side of I-494. Motorists making east-west trips north of the freeway must proceed through a series of roadway
segments which are currently not well coordinated or tied into a larger roadway network. Coordinating with adjacent
communities, a conceptual corridor has been identified which is depicted on Figure X.20. This improvement area would
align along existing W 78th St west of E Bush Lake Rd, W 77th St between E Bush Lake Rd and Parklawn Ave, and W 76th St
east of Parklawn Ave. An alternative (and longer-term) alignment between E Bush Lake Rd and Parklawn Ave would involve
a new bridge crossing of TH 100, which would relieve traffic levels on the W 77th Street/Edina Industrial Boulevard bridge
over TH 100 (see “Alternative Alignment” on Figure X.20).
The rationale behind this concept is to provide a roadway which would serve a similar function to American Boulevard in
Bloomington and the W 76th/77th Street corridor in Richfield. It would tie directly into the Richfield corridor. As stated
above, it could ultimately relieve congestion through the TH 100/W 77th Street/Edina Industrial Boulevard interchange. It
would generally allow more efficient east-west movements and tie into the larger Edina network more effectively. For
example, it would make Xerxes/York Avenue easier and more logical to use as an alternative to France Avenue to relieve
traffic levels on France. It would likely make this portion of Edina a more attractive location for business and office
development because of improved mobility and access. The Gateway Redevelopment discussed under an earlier heading
may provide the opportunity to begin roadway reconstruction efforts associated with implementation of the overall East-
West Connector concept.
Because this roadway would support and improve operations on trunk highways (TH 100 and I-494), MnDOT and the
Federal Highway Administration (FHWA) would be supportive of such a project. The City should explore the availability of
state and federal funding to help advance this concept if it is deemed viable.
It should be emphasized that this long-term corridor improvement plan is only conceptual at this point. However, it is
recommended that the City continue to explore the concept and discuss it with adjacent communities, MnDOT, and
Hennepin County. The City can also coordinate roadway reconfiguration and reconstruction with the redevelopment of the
Gateway area as appropriate. The potential benefits of such a corridor could be quite significant, just as American
Boulevard has benefited Bloomington, and the W 76th/77th corridor has benefited Richfield.
Summary of Key Implementation Considerations and Requirements
Gateway Redevelopment Area Improvements
The City should require, early in the plan review procedures for redevelopment projects proposed in this area, that
transportation improvements be clearly identified and addressed. The City will expect developers to plan, coordinate and
finance their fair share of the required improvements in a proactive manner. Any roadway reconfiguration associated with
the Gateway redevelopment will need to be consistent with the long term vision of the East-West Connector roadway
summarized below.
East – West Connector Roadway
The City should continue to coordinate with neighboring communities, Hennepin County, and MnDOT to advance the
planning and evaluation of the general corridor identified on Figure X.20. It is likely a long-term concept, but as
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redevelopment is proposed and implemented in the southern portion of Edina, consideration should be given to this
potential corridor in terms of long term right-of-way issues and access design.
Roadway Jurisdictional Issues
In general, it is good policy that Hennepin County and MnDOT assume responsibility for and jurisdiction over the arterial
network, and cities assume responsibility for the collector and local street systems. This is, to a large extent, the situation in
Edina. The existing roadway jurisdictional classification system is depicted on Figure X.7.
At present, there are no roadways in the City under State (MnDOT) jurisdiction that are being considered for turnback to
Hennepin County or the City of Edina. However, Hennepin County, in its Transportation System Plan, identifies two roadway
segments that are candidates for turnback to the City of Edina (see Figure X.21):
• CSAH 31 (York/Xerxes Avenue) from 50th Street to south City limit (see Figure X.21)
• CSAH 158 (Vernon Avenue/Gleason Road) from TH 100 to TH 62 (see Figure X.21)
Regarding these segments, the City of Edina does not support either turnback option. These segments should remain under
County jurisdiction for the following reasons:
• CSAH 31 - This roadway serves an inter-community function, connecting Bloomington, Edina and
Minneapolis. It also links with TH 62. It carries a significant percentage of traffic not originating or
terminating in Edina.
• CSAH 158 - This roadway is an arterial roadway serving an intercommunity function and is therefore
appropriate for Hennepin County jurisdiction. It carries a substantial percentage of traffic not originating or
terminating in Edina.
In the event the City is ultimately required to accept one or both of the transfers identified above, it should ensure that the
roads are brought up to the appropriate design and maintenance standards prior to accepting transfer.
Access Management
Access management refers to balancing the need for access to local land uses with the need for mobility and safety on the
roadway system. Arterials generally have limited access, collectors allow a greater degree of access given their combined
mobility/access function, and local streets allow the most access of the roadway functional categories. Appropriate access
control preserves the capacity on arterial streets and improves safety by reducing the need for traffic to divert to local
streets. It separates local turning movements from higher speed “through” traffic, concentrating traffic linkages at
intersections controlled with traffic signals, roundabouts, or other measures.
MnDOT and County roadways serving Edina are identified on Figure X.7. For MnDOT roadways, MnDOT’s access
management guidelines apply. These guidelines are included in Appendix X-X. For County roadways, Hennepin County
access management guidelines apply. These guidelines were established in the Hennepin County Transportation System
Plan, and are included in Appendix T-4. In instances of local site redevelopment, the City will continue to work with these
guidelines in the site plan review and approval process.
The City’s existing ordinance on curb cut placement limits the placement and number of accesses to local and collector
roadways under City jurisdiction. General guidelines include the following:
• No driveway on a local street is to be within 50 feet of a street intersection
• When properties adjoin two streets, the access should be to the lower volume street
Community/Aesthetic Design for Transportation Facilities
Community design goals and treatments were discussed in Chapter X of this Comprehensive Plan, and in the Living Streets
Plan. Roadways are an important component in community design because they represent a significant percentage of the
overall land area of any community, they represent public space over which the City has jurisdiction (the municipal right-of-
way area), and because they are obviously very visible to many travelers, local and non-local.
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Refer to chapter three of the Living Streets Plan for detailed descriptions of the type, function and location of Living Streets
in Edina, and chapter six for roadway design guidelines. These design guidelines discuss the following design elements (both
functional and aesthetic):
• Vehicular Facilities (driving and parking lanes, pavement markings and signage)
• Pedestrian Facilities (sidewalks, pedestrian crossings, street furniture and public art)
• Bicycle Facilities (type and placement, signage and wayfinding and intersections
• Traffic Calming (road design, curb extensions, boulevard trees, pavement color/texture)
• Stormwater Management and Sustainable Infrastructure (impervious surface reduction; soil, turf and trees; rain
gardens; filtration/infiltration; ponds and wetlands)
Another important component of the Community Design Guidelines which pertains to transportation and roadways is the
guideline for gateways. Gateways define areas with character and a sense of place, and can include such features as street
or other lighting, signage, street furniture and public art, and other streetscape improvements. Many of these elements are
in place in various districts throughout the City, but other locations could be identified and improved. Further detail on this
topic is provided in Chapter 4 of this Comprehensive Plan.
Travel Demand Management
The primary emphasis of Travel Demand Management (TDM) is to reduce the number of vehicular trips on congested
roadways during peak travel times. Since the many or most of these trips are commuter (work) trips, TDM strategies
primarily involve places of employment and associated travel behavior.
The primary methods or strategies are identified below:
• transit
• car/van-pooling
• telecommuting
• flex-time
• non-motorized commuting
In general, the policies or incentives to promote TDM activities are provided through employers. For example, employers
can provide monthly discounts or passes to employees to use transit. They can provide coordination services to match up
individuals for car/van pooling activities. They can allow or promote telecommuting, particularly in various industries for
which face-to-face contact is not important for task performance. Similarly, employers can allow or promote flex time,
which enables employees to travel to/from work at non-peak travel times. Regarding non-motorized commuting, the
provision of shower and changing facilities is often helpful to promote bicycle commuting.
There are a number of reasons for employers to promote TDM activities. In some cases, vehicle parking is at a premium and
anything they can do to reduce parking requirements is beneficial. Another example may be a large employer or group of
employers accessed by congested road systems. If these employers can reduce rush hour trips into their facilities and
associated congestion, it benefits their workers and makes their places of business more attractive places to work. Some employers wish to reduce vehicle trips to their facilities simply because it is “the right thing to do” for environmental
reasons.
Cities can increase TDM activities through promotional activities and by coordinating with key employers to identify and
implement TDM plans. Cities may require TDM plans for new developments if they are large enough to have significant
traffic impacts. Cities can also form or coordinate the formation of Transportation Management Organizations (TMOs).
These organizations pool resources and strategies to get the biggest “bang for the buck” for reducing traffic levels in a given
area. The City of Edina is an active member of the 494 Corridor Commission, which is a TMO striving to limit single
occupancy vehicle trips on I- 494.
It is difficult to project the quantitative benefits of Travel Demand Management activities with confidence. However, as fuel
prices increase and congestion on major roadways in the metro region increase into the future, the demand for and
potential of this approach will increase accordingly.
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The City of Edina currently requires developers proposing projects with the potential for significant traffic impacts to submit
TDM plans as part of the plan review and approval process. The thresholds which are currently in place requiring these
plans to be generated are projects that would:
• generate 1,000 or more vehicle trips per day, or
• generate 100 or more trips during any one-hour period, or
• increase the traffic levels on an adjacent roadway by 50 percent or more
The City’s requirements in terms of commitment to TDM activities and programs within the TDM plans are currently not
rigorous. For example, these plans often simply identify existing transit service within the vicinity of the proposed project to
suggest future TDM activities. It is recommended that the City evaluate the option of adding “teeth” to TDM requirements
for developers, perhaps using the City of Minneapolis and Bloomington programs as a guide.
Transit
Scheduled Service
The City of Edina, as an inner ring suburb, has good transit service relative to much of the overall metro region. The existing
service and facilities are identified on Figure 7.9. The Southdale Transit Center is one of the busiest transit facilities in the
region, and there is generally good commuter service to downtown Minneapolis. However, transit service in western
portions of the City is quite limited, and the need has been identified to evaluate additional park and ride capacity to
improve the usability of commuter service for Edina residents. This will be discussed further under the facilities heading
below.
As has been discussed in Chapter 3 of this Comprehensive Plan, the population of Edina is aging to a greater degree than
many communities in the region. This trend will likely increase the demand for transit services in the coming years. The City
should track this and other factors including increasing gasoline costs to assess on-going demand for enhanced scheduled
transit service. The City should work with Metro Transit and Southwest Metro Transit to advance such service as demand is
identified. Metro Transit provides the great majority of transit service in Edina, and it would make the determination if
service revisions or enhancements would be viable for its service areas. The ability to plan and provide additional transit
service is subject to state and regional funding that Metro Transit receives.
Facilities
Metro Transit’s Central-South (Sector 5) Plan (revised 2004) identified a future 300-500 car park and ride facility at TH 100
and Vernon Avenue. However, the Metropolitan Council’s 2030 Park-and-Ride Plan (adopted 2010) does not include a
future park-and-ride facility in Edina. The Plan identifies an existing 1-150 car “transitway facility” at TH 100 and Vernon
Avenue, which consists of “hide-and-ride” transit users who park in and around the City-owned parking structure in this
location. Given the current limited transit service in the western portion of the City, future evaluation of the need for a
more formal park-and-ride facility at this location may be necessary.
Future Service
Local Circulator Service
As discussed above, there is very limited Metro Transit Service in the western portions of Edina. In the past the City has had
discussions with Metro Transit regarding additional service to the western areas, perhaps as circulator service. This would
involve smaller vehicles which would seat between 12 and 18 riders. At the time Metro Transit determined that there is not
enough demand in this area for it to viably provide such service, given its funding limitations. Metro Transit staff cited the
relatively high income levels and high rates of car ownership as factors limiting the demand for additional transit service in
these areas.
The City has evaluated, on a preliminary basis, the option of providing its own circulator service. This would provide service
to the western portions of the City and would give those who cannot drive or choose not to an alternative travel mode to
use. In summary, the capital costs (in 2008 dollars) for the lowest level of service (“baseline”) evaluated would be
approximately $150,000 (three vans), and the annual operating costs would be over $250,000. The more extensive
operational scenario evaluated resulted in costs substantially higher.
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The evaluation summarized above is intended to stimulate preliminary but systematic consideration of circulator service
which could increase transit coverage in western Edina. To move this issue forward, a more detailed study will be required
to address the following issues:
• Clarify the City’s understanding of potential ridership; who will use the service and at what times?
• Preferred service type (fixed route vs. flex or “on-demand”) and frequency
• If fixed route, identify the optimal routes and stops
• If a hybrid fixed route/flex service, identify optimal operating parameters
• Hours of operations
• Fare structure
Greater Southdale Area Bus Circulator Service
The 2008 Comprehensive Plan recommended that the City conduct a study to assess the viability of a Southdale District
shuttle service. In 2018 the City initiated a pilot bus circulator service, called CloverRide and provided by DARTS, that
provides service to residential and commercial areas in the greater Southdale area. This fixed-route service runs one day
per week during the mid-day, and has a one-hour “loop” through the area, stopping at four (primarily senior) housing
destinations and six commercial/retail destinations. While the service runs on a fixed schedule, riders are allowed to
request “on demand” stops provided they are proximate to the regular route.
City staff and the Edina Transportation Commission will evaluate this pilot program and make recommendations regarding
its continued service. This could include changes to stop locations and times, as well as expanded service (e.g. more buses,
more stops located in other areas of the city).
Light Rail Transit
In the 2040 Transportation Policy Plan (TPP), the Metropolitan Council has identified a series of transitway corridors for
planning purposes. This network is included as Figure X.22. The METRO Blue Line (Hiawatha LRT Corridor), connecting
downtown Minneapolis, the MSP International Airport, and the Mall of America, was completed in 2004. The METRO Green
Line (Central LRT Corridor), connecting Downtown Minneapolis and Downtown St. Paul, was completed in 2014.
The METRO Green Line Extension (Southwest LRT Corridor) is currently being designed. This LRT corridor will operate on a
route from downtown Minneapolis through St. Louis Park, Hopkins, Minnetonka, and Eden Prairie, passing in close
proximity to Edina. The line will include 16 new stations and will be part of an integrated system of transitways, including
connections to the METRO Blue Line, the Northstar Commuter Rail line, many bus routes, and proposed future transitways.
Six planned Green Line stations will be within one mile of the Edina city border; however, the accessibility of each station from Edina varies considerably. Heavy construction is scheduled to take place between 2018 and 2022, with passenger
service as an extension of the METRO Green Line beginning in 2023.
Passenger Rail
MnDOT’s 2015 update to the Minnesota Comprehensive Statewide Rail Plan guides the future of both freight and
passenger (intercity) rail systems and rail services in the state. While there is no specific mention of Edina, this report
provides strong support for increased investment in passenger rail in general. The Rail Plan identifies a passenger rail line
that extends from the Twin Cities to Northfield which would pass through the City of Edina by way of the Canadian Pacific
Minneapolis, Northfield and Southern Railway (CP MN&S) subdivision. This corridor is also known as the Dan Patch
Corridor, and is identified as a Phase 1 project, which means they are desirable projects that are within a 0- to 20-year
implementation horizon.
In 2017 the City conducted the Passenger Rail Community Engagement Report to gauge public support for passenger rail in
the Dan Patch corridor through Edina. The majority of public feedback was negative, particularly from residents who live
along the route. Additionally, existing legislation prohibits state and regional agencies from spending any money to study,
plan or design a commuter rail line in this corridor. The report concluded with a recommendation not to pursue passenger
rail in the Dan Patch corridor at that time.
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Bus Rapid Transit
Metro Transit is currently planning improvements to the Route 6 corridor with the E Line bus rapid transit (BRT) project. The E Line will substantially replace parts of Route 6 in the Hennepin Avenue corridor, serving uptown Minneapolis. Since
this BRT line was identified in 2012, community members have expressed interest in a longer BRT corridor to serve more
places along Route 6, including extending service along France and/or York Avenues in Edina. Metro Transit plans to study
the corridor in 2018 to determine whether to extend the E Line south into Edina. Following this corridor study, E Line
station planning will begin in 2019 with construction (pending full funding) beginning as soon as 2023. The City of Edina will
be represented on the 2018 study’s Technical Advisory Team.
Walking and Bicycling
The following is a summary of Edina’s Pedestrian and Bicycle Master Plan, the findings and recommendations of which
serve to identify the trends, challenges and opportunities of walking and bicycling in Edina. The full Master Plan is attached
as an appendix. See Figures X.23 and X.24 for proposed pedestrian and bicycle networks.
The Pedestrian and Bicycle Master Plan is a document to guide Edina’s continuing evolution toward becoming a more
walkable, bikeable community that offers its residents a full range of healthy, active and sustainable transportation options
for moving in and around the city, and for connecting to its numerous recreational, commercial and entertainment
opportunities.
Goals
Goals for the plan are twofold:
• To increase the number of Edina residents, workers and visitors who walk or bike for transportation, health,
fitness, and recreation in the city, and,
• To support city, resident and elected officials’ work and efforts to offer the highest quality of life and best
experience of their city to Edina residents, businesses, workers and visitors.
Community guidance
The plan was developed with the active participation of the Edina community and guidance and consultation with city staff.
A vigorous engagement process - using both in-person and innovative online approaches - brought the voice and ideas of
well over a thousand Edina residents into the shaping of the plan’s vision and recommendations.
The guidance was clear: residents recognize, enjoy and appreciate the many walk/bike assets the City has developed over
the last ten years - but there are also many opportunities for improving current conditions and innovating, once again, to
develop and offer residents the best, most productive approaches for growing walking and biking in the city.
An All Ages and Abilities Network
Guidance from Edina residents was very clear: connecting to schools, parks and neighborhoods with safe and comfortable
facilities is a key priority.
The plan proposes an All Ages and Abilities walk/bike system that is built around a new “Twin Loops” framework connecting
key assets in the city through a high-comfort, high-amenity network of walking and biking routes and supporting facilities.
The Inner and Outer Loops, working together with the new Nine Mile Creek Regional Trail, provide high quality connections
tying all four city quadrants and serving Edina schools, community destinations and parks, regional destinations, and
adjoining communities.
A comprehensive approach
The plan recognizes the importance of a comprehensive approach for achieving success: a full suite of recommendations -
from on-the-ground routes and facilities to a robust set of education, encouragement and other programming initiatives
are part of the plan’s “6Es” approach.
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Bikeshare, educational campaigns, and recommendations for supporting development of new “mobility hubs” in the city
are included.
Taking care of what we’ve got But the plan is not only about making new investments - it’s also about recognizing and taking care of the many walk/bike
assets Edina has developed over the last few years. Recommendations for maintaining infrastructure, and offering a year-
round walking and biking network are also a key part of the plan.
Implementation - where we make it real
Recommendations are great - but none of it counts if we don’t build it. The plan includes robust guidance for
implementation approaches - from a “test it first” and quick/tactical approach to developing facilities and infrastructure to
recommendations for implementing programs. Most important of all, it includes a preliminary evaluation on how to
implement the Edina Twin Loops - by looking at opportunities, constraints, and potential phasing for developing the
individual segments that will make up this premier, signature walking and biking framework for the City’s transportation
network. Several potential funding sources are also identified.
Safe Routes to School
In 2014 the City of Edina approved its Active Routes to School (ARTS) Plan. The purpose of the ARTS Plan is to identify
opportunities and priorities to increase walking and biking to schools, and develop an implementation plan for making
improvements in these areas. The City worked together with the Edina School District to prepare the plan, and the City has
been successful in implementing most of the sidewalk recommendations indicated in the ARTS Plan.
Aviation
According to Appendix L of the 2040 Transportation Policy Plan, Edina is not a “noise impacted community.” However,
members of the community have expressed increased concern over the effects of aircraft noise on their property and
quality of life. These issues can be shared with the MSP Noise Oversight Committee (NOC), which was established in 2002.
The MAC Noise Program Office works closely with the NOC and is dedicated to collecting, analyzing and reporting aircraft
operations data for the purpose of working with the communities surrounding the MAC's system of airports on aircraft
noise issues. The MSP NOC membership is balanced with community and aviation industry representatives who work
together to address aircraft noise issues associated with MSP. The City of Edina is represented through an “at-large”
membership on the NOC.
Freight
Roadway and Bridge Restrictions
The only weight-restricted bridge in the City of Edina is the W 50th Street bridge over Minnehaha Creek. Table X.X indicates
bridges in Edina that have insufficient height clearances (less than 15’-6” clear):
TABLE X.X –BRIDGES WITH INSUFFICIENT HEIGHT CLEARANCES
Bridge Number Location Height Clearance
7296 Pedestrian bridge over Interlachen Blvd 14’-2”
27646 Canadian Pacific Rail bridge over Eden Ave 15’-0”
90641 Canadian Pacific Rail bridge over W 44th St 14’-3”
94176 Pedestrian bridge over Braemar Blvd 15’-0”
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Goals and Policies
1. Improve mobility for residents, visitors and businesses through the creation and maintenance of a balanced
system of transportation alternatives for transit users, pedestrians, bicyclists and motorists.
1.1. Increase protected and separate bike facilities between nodes, parks, schools and City facilities as
indicated in the Pedestrian and Bicycle Master Plan.
1.2. Connectivity between nodes shall be enhanced to include three modes of transportation where at
least one is non-motorized.
1.3. Create safe and convenient pedestrian and bicycle connections between major traffic generators,
with particular emphasis on continuity at roadway and other barrier crossings.
1.4. Connect to regional non-motorized transportation networks by reviewing and recommending
pedestrian and bicycle facilities throughout Edina cooperatively with the Three Rivers Park District
and Hennepin County.
1.5. Support recommendations of the Pedestrian and Bicycle Master Plan for implementation.
2. Implement a fully multi-modal transportation system that supports the land use vision and future land use plan
for managing and shaping future growth.
3. Minimize the impacts of the transportation system on Edina’s environment and neighborhood quality of life and emphasize methods to reduce greenhouse gas emissions.
3.1. Strive for transportation infrastructure designs that have a neutral to positive impact on the natural
environment.
3.2. Effectively balance access from and mobility on Edina’s roadways, prioritizing safe and efficient
movement between the city’s primary nodes, parks, schools and community facilities.
4. Reduce the overall dependence on and use of single-occupant vehicles by promoting land use patterns that
allow for shorter vehicular trips and the use of alternative travel options.
4.1. Take a comprehensive approach to reducing single-occupant vehicle trips by involving those who live,
work and shop.
5. Ensure that all Edina’s residents, workers, and visitors, including those with transportation disadvantages, have
viable travel options.
6. Promote a travel demand management (TDM) program through a coordinated program of regulations,
marketing, and provision of alternative workplace and travel options.
6.1. Partner with Commuter Services to encourage all forms of travel demand management in order to
reduce single occupancy vehicle travel, overall vehicle miles of travel, reduce petroleum consumption,
and improve air quality.
6.2. Review and recommend policies necessitating a TDM Plan and/or a transit component with all types
of development and redevelopment. Review and implement substantive requirements associated
with these TDM Plans, potentially including TDM escrow accounts, transit passes, preferential parking
for car-poolers, and other measures.
6.3. Review all major new developments in light of the potential for ridesharing including bus accessibility,
preferential parking for carpools/vanpools, and mixed-use development.
6.4. Support preferential treatments for transit and high occupancy vehicles on streets and highways.
6.5. Include transit planning in the construction or upgrading of streets and highways.
7. Encourage and support attractive and reliable high-performance transit service and connections.
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7.1. Increase transit options for Edina residents, focusing on connecting the underserved western segment
of Edina with the eastern segment.
7.2. Provide transit service to connect nodes and commercial hubs.
8. Develop and manage parking provision to encourage joint and shared use of facilities, ride-sharing (car pools
and van pools), and bicycle parking.
8.1. Encourage and develop preferred locations in surface and structured parking for electric vehicles
(personal and shared) and car pool/van pool vehicles.
8.2. Provide or require covered and secure bicycle parking (including e-bicycles) in all parking structures.
8.3. Continuously evaluate the need for, and design of, parking facilities (e.g. effects of autonomous
vehicles and future conversion of parking structures to inhabited buildings) and revise regulations as
necessary.
9. Invest in infrastructure to support the continued growth in low- to zero-emission technology and support
regional and statewide efforts to educate and adopt electric vehicles.
9.1. Continue to install chargers at City facilities where use can benefit residents, City fleet, and partners.
9.2. Ensure that the methodology to determine electric vehicle charging locations considers both public
and private facilities with an inclusive and equitable lens.
9.3. Provide residents and businesses the opportunity to learn the benefits of zero emission vehicles
through outreach, education and events.
9.4. Advocate for electric vehicle charging programs and incentives with the state, utilities, and car
manufacturers.
10. Provide for efficient movement of goods within Edina, while minimizing the impacts of freight traffic on other
trips and reducing negative impacts on land uses on freight corridors.
10.1. Through the use of technology, minimize congestion on neighborhood streets and ensure the safety
while balancing delivery service requirements.
10.2. Serve major truck users and intermodal facilities with good minor arterial access to the metropolitan
highway system.
10.3. Investigate and implement solutions to minimize the impact of delivery of goods by drone in
residential areas.
11. Engage, seek input from and educate all segments of the community regarding transportation-related issues
and projects impacting the City.
11.1. Develop and implement methodology for consistent education of motorist, pedestrian and cyclist
safety as indicated in the Pedestrian and Bicycle Master Plan.
11.2. Seek inclusive, equitable and meaningful public participation throughout the community in all
transportation studies and projects conducted by the City.
12. Identify new and continuing sources for transportation infrastructure funding by seeking to partner where
feasible with federal, state, county and adjacent community sources.
12.1. Pursue and support regional or multi-community funding sources for improvements that provide
regional or multi-community benefit.
12.2. Support research efforts into more efficient and cost-effective management, maintenance and
replacement of street surfaces.
12.3. Support governmental jurisdiction over roadways that reflect the role of the roadway in the overall
transportation system.
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12.4. Encourage the legislature to continue a dedicated source for funding for efficient mass transit.
12.5. Encourage the legislature to provide stable, long-term roadway funding for capital, operating/traffic
management, and maintenance.
12.6. Develop and support legislation permitting a transportation utility.
Roadway Policies
Design
1. Design roadway facilities constructed in conjunction with redevelopment projects according to the intended
function.
2. Upgrade existing roadways when warranted by demonstrated volume, safety or functional needs, taking into
consideration environmental limitations.
3. Emphasize improvements to management, maintenance and utilization of the existing street and highway
system.
4. Design/enhance residential street systems to discourage through traffic and to be compatible with lower speed
bicycling and walking. This includes consideration of traffic calming measures on local streets and, in some
cases, collector streets.
5. Design/enhance collector and arterial roadways to minimize through traffic on local streets in the functional
classification system, and to be compatible with other transportation modes including transit, bicycle and
pedestrian.
6. Use adequate transitions and buffers including, but not limited to, earth berms, walls, landscaping and distance
to mitigate the undesirable impact of high volume roadways.
7. Consider the use of sound mitigating features for residential development adjacent to high volume roadways,
and make property owners and land developers responsible for noise attenuation at new developments near
high volume roadways.
8. Encourage beautification of local roadways, where appropriate, with amenities such as boulevard trees,
decorative street lighting, and monuments.
9. Monitor and address transportation requirements associated with demographic trends, such as an aging
population.
Function and Access
1. Provide logical street networks to connect residential areas to the regional highway system and local activity
centers.
2. Adequately control access points to the regional roadway system (including minor arterials) in terms of
driveway openings and side street intersections.
3. Provide access to the local street system (including collector, local connector and local streets) in a manner that
balances the need to safely and efficiently operate the street system with the need for access to land.
4. Encourage, through roadway design and signage, intra-area trips on minor arterials rather than the principal
arterial system, and promote serving regional trips on the metropolitan highway system.
5. Separate, to the extent possible, conflicting uses on the roadway system in order to minimize safety problems.
Give special attention to pedestrian and bicycle routes.
6. Provide access to redeveloping sites using current functional classification and standards rather than the
existing access at the sites.
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7. Review and update regional and local functional street classification and coordinate with adjacent cities and
Hennepin County. Establish subcategory classifications and criteria for local streets if warranted. Revise local
roadway classifications when warranted.
8. Review and monitor citywide traffic volumes, congestion, existing traffic calming devices and measures,
accident history, vehicle violation history, speed limits and enforcement.
9. Educate public on vehicle operations including public relations campaigns that focus on individual
responsibilities to each other rather than individual rights only.
10. Review and recommend traffic calming policies and consider traffic calming implementation where requested
by residents using the Living Streets Plan as the primary guide.
11. Implement measures to reduce non-local, cut-through traffic in cooperation with County and State efforts by
developing a local traffic calming policy to mitigate the effects of cut-through traffic. Identify the origin and
destination of cut-through traffic.
12. When requested by the Edina Transportation Commission and/or the Planning Commission, review land use
that may impact traffic implementations. Continue to monitor adjacent community redevelopment and other
activity that potentially impacts the City of Edina.
13. Evaluate and implement measures required for school safety.
Maintenance and Operation
1. Cooperate with other agencies having jurisdiction over streets and highways in Edina to assure implementation
of Living Streets elements, good roadway conditions and operating efficiency.
2. Continue the implementation of the I-494 frontage road system through ongoing coordination with MnDOT,
Hennepin County, and the cities of Richfield and Bloomington.
3. Maintain roads by repairing weather-related and other damage. Continue current on-going pavement
improvement plan.
4. Use economic and environmentally sound management techniques for snow and ice removal.
5. Replace substandard bridges and bridges that present safety or traffic problems.
6. Track developments regarding the most current transportation systems and technologies, evaluate and
implement as warranted.
7. Support state legislation to decrease statutory urban speed limits from 30 to 25 miles per hour.
Implementation
Previous sections of this chapter have examined existing conditions, as well as future issues, needs, and recommendations.
This section discusses implementation of the City’s transportation objectives.
By adopting the overall Comprehensive Plan Update including the Transportation Chapter, the City Council will establish the
guidelines by which decisions regarding transportation facilities and programs will be made in Edina. The City should
periodically review the assumptions under which the plan was developed, including estimates of future development,
changing financial resources, citizen and governmental input, and other factors which may arise, and update the plan as
appropriate.
Roadways
• France Avenue – work with Hennepin County to ensure the overall operation and safety of this roadway,
particularly at its interchanges with TH 62 and I-494.
• Gateway redevelopment project area – continue to work with the local developer to define roadway needs
and ensure that the developer(s) participates appropriately in the funding of improvements.
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• East-west connector roadway – continue to coordinate with adjacent communities, MnDOT, and Hennepin
County to discuss and advance this concept (identified on Figure X.20) as appropriate.
• Jurisdictional Classification – Hennepin County has identified two roadway segments as potential
candidates to turn back to the City. The City opposes these reclassifications. The City should coordinate as
needed with Hennepin County to demonstrate that turning back jurisdictional authority to the City is not
appropriate for the following locations:
o Vernon Avenue/Gleason Road (CSAH 158) between TH 62 and TH 100
o York/Xerxes Avenue (CSAH 31) between I-494 and 50th Street (CSAH 21)
• Review and potentially implement the option of increasing TDM requirements for developers.
Transit
• Continue efforts to establish a park-and-ride facility at TH 100/50th Street.
• Continue to evaluate the feasibility of circulator service focusing on the western portion of the City, and
evaluate the existing CloverRide shuttle service in the Greater Southdale area.
Bicycling and Walking
• Use the Pedestrian and Bicycle Master Plan to identify ongoing bicycle projects for feasibility review and
implementation as warranted.
• Working in conjunction with roadway or other infrastructure improvement projects, construct sidewalks on
an on-going basis consistent with the Pedestrian and Bicycle Master Plan.
Funding
Funding for transportation improvements and programs can be obtained from a variety of sources, as summarized below:
• General Ad Valorem (Property) Taxes – Transportation projects can be funded with the general pool of municipal revenues raised through property taxes.
• State Aid – Cities with populations of greater than 5,000 are eligible for funding assistance from the
Highway User Tax Distribution Fund (funded with the state gas tax and vehicle taxes, as well as federal
transportation funds through MnDOT). These funds are allocated to a network of Municipal State Aid
(MSA) streets. Currently, the City of Edina receives an apportionment per year for improvements to its MSA
streets, which are typically collector roadways higher in functional classification.
• Federal Transportation Funds – The guidelines for direct federal funding for transportation projects are
established under the Fixing America’s Surface Transportation (FAST) Act. These funds are allocated by the
Metropolitan Council which serves as the Metropolitan Planning Organization for the Twin Cities
metropolitan area. Roadway, transit, non-motorized, and other transportation-related projects are selected
on a competitive basis based on evaluation, prioritization, and recommendation by the Metropolitan
Council’s Transportation Advisory Board (TAB). The process of solicitation for project proposals and
resulting allocation of federal funding to selected projects occurs every two years. The next round of
solicitation for proposals will take place in 2019.
• Cooperative Agreements with MnDOT and/or Hennepin County – Different levels of government can
cooperate on planning, implementing, and financing transportation projects which provide benefits to all
the concerned agencies. The financial terms and obligations are generally established at the front end of
the projects.
• Tax Increment Financing (TIF) – This is a method of funding improvements that are needed immediately by
using the additional tax revenue anticipated to be generated because of the given project’s benefits in
future years. The difference between current tax revenues from the targeted district and the increased
future tax revenues resulting from the improvements is dedicated to retiring the municipal bonds used to
finance the initial improvement(s).
• Developer Contributions/Impact Fees – Under this approach, the impact of the additional traffic from a
proposed development on the local roadway system is projected, using standard traffic engineering
procedures. Costs associated with improving the roadway system to handle the additional traffic at an acceptable level of service are assessed to the developer. This approach generally involves some level of
negotiation between the local government and the developer to work out a cost-sharing agreement that
allows the development to move forward.
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• Assessments – Properties that benefit from a roadway scheduled for improvement may be assessed for the
cost of construction. In order to assess the owner, it must be demonstrated that the value of their property
will increase by at least the amount of the assessment.
• Utility Francize Fees – The City’s Pedestrian and Cyclist Safety (PACS) Fund is one example of using francize
fees for public improvements. The PACS Fund is generated from francize fees on customers of electric and
gas utilities in Edina are dedicated to the construction and maintenance of non-motorized infrastructure.
In addition to these methods, the City should always consider negotiating with business and medical centers to help fund
transportation improvement projects, large or small, which would have direct benefits to those centers.
Two potential sources of transportation funding have been proposed and discussed for a number of years, but are not
currently allowed under state law. They are:
• Road Access Charge – All new developments would be charged based on the trip generation rates of the
given development, without an estimation or documentation of specific traffic impacts or improvement
requirements. It would be analogous to the Sewer Access Charge (SAC) for access to the Metropolitan
Council’s sanitary sewer system. Revenues from this source could be used to build or improve collector and
arterial roadways within the local jurisdiction collecting the tax.
• Transportation Utility Billing – All properties within the local jurisdiction would be subject to a periodic fee,
based on the number of vehicle trips generated by the type of property. The pool of funding generated in
this manner would be used for community-wide transportation improvements such as preventive
maintenance and road reconstruction. The periodic nature of the billing would be beneficial in terms of
supporting on-going or routine roadway maintenance projects through the entire network.
The City should continue to support and promote the passage of legislation at the state level which would allow these
forms of dedicated local transportation revenue generation.
Capital Improvement Program
The City has a Capital Improvement Program that is used to guide transportation investments within the community. The
process includes analyzing projects that contribute to the maintenance and improvement of the transportation network
based on the policies set forth within the Comprehensive Plan.
The City Council updates the Capital Improvement Program biannually to reflect the changing needs of our transportation
network.
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Burnsville
Edina
Dayton
Minnetonka
Lino Lakes
Chaska
Savage
Lakeville
Rosemount
Brooklyn Park
Chanhassen
Prior Lake
Empire
Coon Rapids
Fridley
Louisville
Roseville
Apple Valley
Shoreview
Sand Creek
Champlin
Credit River
Richfield
Golden Valley
North Oaks
Spring Lake
Mendota Heights
Maplewood
Hopkins
Anoka
Jackson
Inver Grove Heights
Shorewood
Arden Hills
Crystal
Saint Louis Park
Brooklyn Center
Fort Snelling
New Brighton Vadnais Heights
New Hope
Carver
Jackson
Wayzata
Little Canada
West Saint Paul
Mounds View
Victoria
Robbinsdale
Deephaven
Columbia Heights
Circle Pines
Farmington
Falcon Heights
Sunfish Lake
Spring Lake Park
San Francisco
Saint Anthony
Hanover
Osseo
LilydaleTonka Bay
Long Lake
Excelsior
Lexington
Woodland
White Bear
Saint Anthony
Coates
White Bear
Mound
Lauderdale
Loretto
Blaine
Minnetonka Beach
Mendota
Hilltop
Chanhassen
Medicine Lake
Saint Michael
Jordan
Edina Comprehensive Plan
Edina, Minnesota
Figure 1 - Regional Roadway Network
December 2018
0 24,000Feet Source: City of Edina, Hennepin County, MetCouncil, MnDOT
!ILegend
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Edina Comprehensive Plan
Edina, Minnesota
Figure 2 - Aerial Photography
December 2018
0 4,200Feet Source: City of Edina, Hennepin County, MetCouncil, MnDOT
!ILegend
Aerial Flown Spring 2015
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Edina Comprehensive Plan
Edina, Minnesota
Figure 3 - Number of Traffic Lanes Collectors and Arterials
December 2018
0 4,200Feet Source: City of Edina, Hennepin County, MetCouncil, MnDOT
!ILegend Number of Traffic Lanes
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Edina Comprehensive Plan
Edina, Minnesota December 2018
0 4,200Feet Source: City of Edina, Hennepin County, MetCouncil, MnDOT
!ILegendTraffic Volumes: Vehicles Per Day (2016)
5 - 1000
1001 - 2650
2651 - 5150
5151 - 8700
8701 - 13700
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Figure 4 - Current Traffic Volumes
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Edina Comprehensive Plan
Edina, Minnesota
Figure 5 - Regional Roadway Functional Classification
December 2018
0 4,200Feet
!ILegend
Source: City of Edina, Hennepin County, MetCouncil, MnDOT
Classification
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TRACY AVENORMANDALE RDEdina Comprehensive Plan
Edina, Minnesota
Figure 6 - Local Roadway Functional Classification
December 2018
0 4,200Feet
!ILegend
Source: City of Edina, Hennepin County, MetCouncil, MnDOT
Classification
Minor CollectorLocal ConnectorRegional Functional Classification
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Edina Comprehensive Plan
Edina, Minnesota
Figure 7 - Existing Jurisdictional Classification
December 2018
0 4,200Feet Source: City of Edina, Hennepin County, MetCouncil, MnDOT
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MNDOT
City of Edina
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Edina Comprehensive Plan
Edina, Minnesota
Figure 8 - Municipal State Aid Streets
December 2018
0 4,200Feet
!ILegend
Source: City of Edina, Hennepin County, MetCouncil, MnDOT
State Aid Streets (2018 Network)
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456753
Edina Comprehensive Plan
Edina, Minnesota
Figure 9 - Transit Service
December 2018
0 4,200Feet
!ILegend
Source: City of Edina, Hennepin County, MetCouncil, MnDOT
!Т Southdale Transit Center with Parking
Bus Route
!Р Park and Ride Lot
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Edina Comprehensive Plan
Edina, Minnesota
Figure 10 - Existing Sidewalk Facilities
December 2018
0 4,200Feet
!ILegend
Source: City of Edina, Hennepin County, MetCouncil, MnDOT
Existing Pedestrian Facilities Existing Park Pathway
Existing Sidewalk
ParksExisting Shared Use Paths
Nine Mile Creek Regional Trail
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Edina Comprehensive Plan
Edina, Minnesota
Figure 11 - Existing Bicycle Facilities
December 2018
0 4,200Feet
!ILegend
Source: City of Edina, Hennepin County, MetCouncil, MnDOT
Existing Bicycle Facilities
Nine Mile Creek Regional Trail
Existing Park PathwayParksExisting Bicycle FacilitiesExisting Shared Use Paths
Bloomington
EdenPrairie
Edina
Hopkins
Minnetonka
Richfield
St.LouisPark
Minneapolis
35W
494
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169
62
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Hwy 169 andBren Road
Hwy 169 andExcelsiorBlvd, Hopkins
Hwy 7 andLouisianaAvenue
I-494 andFranceAvenueI-494 andHwy 100
I-494 andI-35W
SouthdaleCenter Area
MinneapolisChain ofLakes Park
Regional Bicycle Transportation Network (RBTN)
0 1 2 30.5
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City of Edina, Hennepin County
Regional Trails (Parks Policy Plan)
Existing
Planned
County Boundaries
City and Township Boundaries
NCompass Street Centerlines
Open Water Features
Existing State Trails (DNR)
Mississippi River Trail
RBTN Alignments
Tier 1 Alignment
Tier 2 Alignment
RBTN Corridors (AlignmentsUndefined)
Tier 2 Corridor
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Regional Destinations
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Edina Comprehensive Plan
Edina, Minnesota
Figure 13 - Freight System
December 2018
0 5,700Feet
!ILegend
Source: City of Edina, Hennepin County, MetCouncil, MnDOT
INTERSTATE
US HIGHWAY
STATE HIGHWAY
EXISTING RAILROADS
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Edina Comprehensive Plan
Edina, Minnesota
Figure 14 - Current Heavy Commercial Traffic Volumes
December 2018
0 4,200Feet Source: City of Edina, Hennepin County, MetCouncil, MnDOT
!ILegend
Traffic Volumes: Heavy Commercial Vehicles Per Day (2016)
5 - 600
601 - 1600
1601 - 3450
3451 - 6000 6001 - 14000
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Edina Comprehensive Plan
Edina, Minnesota
Figure 15 - Traffic Analysis Zones Network
December 2018
0 4,200Feet
!ILegend
Source: City of Edina, Hennepin County, MetCouncil, MnDOT
TAZ
Traffic Analysis Zones
INTERLACHEN BOULEVARD
4 4 T H S T R E E T W E S T
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Edina Comprehensive Plan
Edina, Minnesota
2040 Base Forecasted Volumes
December 2018
0 3,500Feet Source: City of Edina, Hennepin County, MetCouncil, MnDOT
!ILegend
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City Boundary
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Edina Comprehensive Plan
Edina, Minnesota
2040 Revised Forecast Volumes
December 2018
0 3,500Feet Source: City of Edina, Hennepin County, MetCouncil, MnDOT
!ILegend
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MINNESOTA DRIVECAHILL ROADEdina Comprehensive Plan
Edina, Minnesota
2040 Base Forecasted Deficiencies
December 2018
0 3,500Feet Source: City of Edina, Hennepin County, MetCouncil, MnDOT
!ILegend
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MINNESOTA DRIVECAHILL ROADEdina Comprehensive Plan
Edina, Minnesota
2040 Revised Forecast Deficiencies
December 2018
0 3,500Feet Source: City of Edina, Hennepin County, MetCouncil, MnDOT
!ILegend
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Edina, Minnesota
Figure 20 - East - West Connector Concept
December 2018
0 3,000Feet Source: City of Edina, Hennepin County, MetCouncil, MnDOT
!ILegend RICHFIELDMINNEAPOLISEDEN PRAIRIEBLOOMINGTON
East - West Connector Concept
Long Term Alternative Alignment
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Edina Comprehensive Plan
Edina, Minnesota December 2018
0 4,200Feet Source: City of Edina, Hennepin County, MetCouncil, MnDOT
!ILegend Identified by Hennepin Countyas a Candidate for turn back to City
Not Endorsed by City of Edina
Figure 21 - Jurisdiction Turnbacks Proposed by Hennepin County
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Edina Comprehensive Plan
Edina, Minnesota
Figure 22 - Metropolitan Council 2040 Transitway
December 2018
0 56,000Feet Source: City of Edina, Hennepin County, MetCouncil, MnDOT
!ILegend
Blue Line
Gold Line
Green Line
Northstar
Orange Line
Red Line
TW Under Study
^Regional Multimodal Hub
Arterial BRT
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Edina Comprehensive Plan
Edina, Minnesota
Figure 23 - Proposed Sidewalk Facilities
December 2018
0 4,100Feet
!ILegend
Proposed Pedestrian Facilities
Source: City of Edina, Hennepin County, MetCouncil, MnDOT
ParksNew Shared Use Path
Upgrade to Shared Use Path
New Primary Sidewalk
New Secondary SidewalkTwin Loops Facility
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Edina Comprehensive Plan
Edina, Minnesota
Figure 24 - Proposed Bicycle Facilities
December 2018
0 4,200Feet
!ILegend
Source: City of Edina, Hennepin County, MetCouncil, MnDOT
Proposed Bicycle Facilities
ParksNew Shared Use Path
Upgrade to Shared Use Path
Proposed Bicycle Facilities Twin Loops Facility
Date: December 20, 2018 Agenda Item #: VI.B.
To:Transportation Commission Item Type:
Other
From:Mark Nolan, AICP, Transportation Planner
Item Activity:
Subject:Approved 2019 Transportation Commission Work
Plan
Information
CITY OF EDINA
4801 West 50th Street
Edina, MN 55424
www.edinamn.gov
ACTION REQUESTED:
None.
INTRODUCTION:
At their December 4 meeting City Council approved the 2019 board/commission work plans. For your
information (and discussion, if desired), attached is the ETC's approved work plan for next year.
ATTACHMENTS:
Description
Approved 2019 Transportation Commission Work Plan
Approved by Council 12/4/18
TRANSPORTATION COMMISSION
Commission: Transportation Commission
2019 Annual Work Plan
Initiative #1 Council Charge (Proposed Charge Completed by CM)
☐ 1 (Study & Report) ☐ 2 (Review & Comment)
☒ 3 (Review & Recommend) ☐ 4 (Review & Decide)
Target
Completion
Date
Budget Required
(Staff Liaison)
Staff Support
Required
(Staff Liaison)
Initiative Type: ☒ New Initiative ☐ Continued Initiative ☐ Ongoing Responsibility August
2019
☐ Funds available
Funds are available for this project.
☒ Staff Liaison: Hrs_20_
☐ CTS (including Video)
☒ Other Staff: Hrs_16__
Chair/co-chair a cross-commission committee (see partners) to review Travel
Demand Management (TDM) options and recommend a TDM policy or ordinance for
Council consideration.
☐ Funds not available
There are not funds available for this
project (explain impact of Council
approving initiative in liaison
comments). Lead Commissioners: Bruce McCarthy
Partners: Transportation Commission [LEAD] and Planning Commission
Progress Report:
Initiative #2 Council Charge (Proposed Charge Completed by CM)
☐ 1 (Study & Report) ☒ 2 (Review & Comment)
☐ 3 (Review & Recommend) ☐ 4 (Review & Decide)
Target
Completion
Date
Budget Required
(Staff Liaison)
Staff Support
Required
(Staff Liaison)
Initiative Type: ☒ New Initiative ☐ Continued Initiative ☐ Ongoing Responsibility October
2019
☐ Funds available
Funds are available for this project.
☒ Staff Liaison: Hrs_8 _
☐ CTS (including Video)
☐ Other Staff: Hrs _ __
Serve on a cross-commission committee (see partners) to determine if a process is
feasible for the Transportation Commission to provide input on transportation-
related issues, including traffic study results associated with
development/redevelopment.
☐ Funds not available
There are not funds available for this
project (explain impact of Council
approving initiative in liaison
comments). Lead Commissioners: Lori Richman
Partners: Transportation Commission and Planning Commission [LEAD]
Progress Report:
Approved by Council 12/4/18
TRANSPORTATION COMMISSION
Initiative #4 Council Charge (Proposed Charge Completed by CM)
☐ 1 (Study & Report) ☐ 2 (Review & Comment)
☐ 3 (Review & Recommend) ☒ 4 (Review & Decide)
Target
Completion
Date
Budget Required
(Staff Liaison)
Staff Support
Required
(Staff Liaison)
Initiative Type: ☒ New Initiative ☐ Continued Initiative ☐ Ongoing Responsibility September
2019
☐ Funds available
Funds are available for this project.
☒ Staff Liaison: Hrs_8 _
☒ CTS (including Video)
☒ Other Staff: Hrs _ 16_
Annually, spring through fall, the commission will coordinate an educational
campaign to inform community members about pedestrian, bicycle and motorist
safety which will include an annual community event.
☒ Funds not available
There are not funds available for this
project ((explain impact of Council
approving initiative in liaison
comments). Lead Commissioners: Mindy Ahler
Progress Report:
Initiative #5 Council Charge (Proposed Charge Completed by CM)
☐ 1 (Study & Report) ☐ 2 (Review & Comment)
☒ 3 (Review & Recommend) ☒ 4 (Review & Decide)
Target
Completion
Date
Budget Required
(Staff Liaison)
Staff Support
Required
(Staff Liaison)
Initiative Type: ☐ New Initiative ☒ Continued Initiative ☐ Ongoing Responsibility June 2019 ☒ Funds available
Funds are available for this project.
☒ Staff Liaison: Hrs_12_
☒ CTS (including Video)
☐ Other Staff: Hrs _ _
Monitor and evaluate the CloverRide circulator service (charge #4) and make
recommendations to Council for future service after twelve-month agreement
expires (charge #3).
☐ Funds not available
There are not funds available for this
project (explain impact of Council
approving initiative in liaison
comments). Lead Commissioners: Larry Olson
Progress Report:
Initiative #6 Council Charge (Proposed Charge Completed by CM)
☐ 1 (Study & Report) ☒ 2 (Review & Comment)
☐ 3 (Review & Recommend) ☐ 4 (Review & Decide)
Target
Completion
Date
Budget Required
(Staff Liaison)
Staff Support
Required
(Staff Liaison)
Initiative Type: ☒ New Initiative ☐ Continued Initiative ☐ Ongoing Responsibility December
2019
☐ Funds available
Funds are available for this project.
☒ Staff Liaison: Hrs_8 _
☐ CTS (including Video)
☐ Other Staff: Hrs _ _
Review and comment on PACS Fund allocating process with a race and equity lens. ☒ Funds not available
There are not funds available for this
project ((explain impact of Council
approving initiative in liaison
comments). Lead Commissioners:
Progress Report:
Approved by Council 12/4/18
TRANSPORTATION COMMISSION
Initiative #7 Council Charge (Proposed Charge Completed by CM)
☐ 1 (Study & Report) ☐ 2 (Review & Comment)
☒ 3 (Review & Recommend) ☐ 4 (Review & Decide)
Target
Completion
Date
Budget Required
(Staff Liaison)
Staff Support
Required
(Staff Liaison)
Initiative Type: ☒ New Initiative ☐ Continued Initiative ☐ Ongoing Responsibility ☐ Funds available
Funds are available for this project.
☒ Staff Liaison: Hrs____
☐ CTS (including Video)
☐ Other Staff: Hrs_____
Serve on a cross-commission committee (see partners) to complete requirements
for Edina to receive the AARP City Designation.
-Complete Walk Audit Tool Kit provided by AARP
-October Senior Expo & Designation
☐ Funds not available
There are not funds available for this
project (explain impact of Council
approving initiative in liaison
comments).
Lead Commissioners:
Partners: Community Health Commission [LEAD], Human Rights & Relations
Commission, Parks & Recreation Commission, Transportation Commission
Progress Report:
Initiative #8 Council Charge (Proposed Charge Completed by CM)
☐ 1 (Study & Report) ☒ 2 (Review & Comment)
☐ 3 (Review & Recommend) ☐ 4 (Review & Decide)
Target
Completion
Date
Budget Required
(Staff Liaison)
Staff Support
Required
(Staff Liaison)
Initiative Type: ☒ New Initiative ☐ Continued Initiative ☐ Ongoing Responsibility ☐ Funds available
Funds are available for this project.
☒ Staff Liaison: Hrs 10
☐ CTS (including Video)
☐ Other Staff: Hrs_____
Serve on a cross-commission committee (see partners) to develop a draft plan on
Edina Grand Rounds, including wayfinding. ☐ Funds not available
There are not funds available for this
project (explain impact of Council approving initiative in liaison comments). Lead Commissioners:
Partners: Parks & Recreation Commission [LEAD] and Transportation Commission
Progress Report:
Date: December 20, 2018 Agenda Item #: VI.C.
To:Transportation Commission Item Type:
Report and Recommendation
From:Nick Bauler, Traffic Safety Coordinator
Item Activity:
Subject:Traffic Safety Report of December 4, 2018 Action
CITY OF EDINA
4801 West 50th Street
Edina, MN 55424
www.edinamn.gov
ACTION REQUESTED:
Review and recommend the Traffic Safety Report of Tuesday, December 4, 2018, be forwarded to City Council
for approval.
INTRODUCTION:
See attached staff report. An overview of the comments from the Edina Transportation Commission will be
included in the staff report provided to the City Council for their January 23, meeting.
ATTACHMENTS:
Description
Traffic Safety Report of December 4, 2018
December 18, 2018
Edina Transportation Commission
Nick Bauler, Traffic Safety Coordinator
Traffic Safety Report of December 4, 2018
Information / Background:
The Traffic Safety Committee (TSC) review of traffic safety matters occurred on December 4. The Traffic
Safety Coordinator, Police Lieutenant, City Engineer, Public Works Director, Transportation Planner and
Assistant City Planner were in attendance for this meeting. The Traffic Safety Specialist was not able to
attend and was informed of the decisions and did not object to the recommendations.
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 December 20 Edina Transportation Commission and the January 23 City Council meeting agendas.
Section A: Items on which the Traffic Safety Committee recommends action
A1. Request to add a speed limit sign on W 58th St
A resident who lives on Philbrook Ln is
concerned with vehicle speeds on W 58th
W 58th St has a speed limit of 30 MPH
France Ave (to the east) has a speed limit of
35 MPH
W 58th St, east of France Ave has a 25 MPH
speed limit
No speed limit sign is present on W 58th
85% speeds have decreased from 36.3 MPH
in 2009 to 33.9 in 2018 (-8%)
ADT has increased from 2640 in 2009 to 3600 in 2018 (+36%)
After review, staff recommends installing speed limit signs for east and westbound traffic
on W 58th St. Staff agrees a speed limit sign should be present to inform westbound drivers
of a different speed limit when coming from France. An eastbound sign will be installed to
remind drivers of the speed limit when traveling down a hill.
Map: Location of W 58th St between Wooddale Ave
and France Ave
STAFF REPORT Page 2
A2. Review the school speed zone on Tracy Ave
Residents from Hawkes Drive are concerned
with vehicles exceeding the speed limit on
Tracy
Tracy between Vernon Ave and Benton Ave
was reconstructed in 2012
Same stretch of Tracy has a speed limit of 25
MPH
ADT and 85% speed on Tracy is 3970 and
33.6 MPH, respectively
No school speed zone sign is present for
southbound traffic on Tracy
After review, staff recommends installing a
School Speed Zone sign for southbound traffic
on Tracy Ave. The sign will raise awareness for drivers that are traveling within a
school speed zone.
A3. Request to provide dedicated handicap parking
on Xerxes Ave
The ARIA construction project located off
W 66th and Xerxes is requesting dedicated
handicap stalls for perspective tenants along
Xerxes Ave, adjacent to the site
Xerxes is 32’ wide
Parking restrictions on Xerxes were
removed in September 2018 to allow parking
for perspective residents
Temporary spaces are requested between
April and July in 2019
Developer is requesting to sign two parking
spaces
After review, staff recommends allowing the developer to temporarily mark two
parking spaces on the west side of Xerxes Ave for handicapped parking. It was agreed
upon the developer is responsible for the installation and removal of the signs, along
with utilizing adequate signage from MN-MUTCD.
A4. Request to restrict parking on W 64th St
A resident at 4200 W 64th St is requesting to
restrict parking on the south side of W 64th
St
The resident is concerned with people
parking directly across the street from their
driveway
W 64th St is 22’ wide
After review, staff recommends restricting on-
street parking on the entire south side of W
64th St. Staff sites the width of the street is too
narrow to allow parking on both sides while having enough room for EMS services.
Map: Location of Tracy Ave, near Countryside
Elementary. The symbol inside the rectangle is where a
new School Speed Zone sign will be installed
Map: Location of Xerxes Ave with new Aria
development
Map: Location of W 64th St. (note: the red area
represents a length of 140’ requested restriction)
STAFF REPORT Page 3
Section B: Items on which the Traffic Safety Committee recommends no action
B1. Request for playground signs to be installed near
Walnut Ridge Park
A resident is concerned that some drivers
are not aware children may be traveling near
Walnut Ridge Park
The main entrance to Walnut Ridge Park is
on Londonderry Dr
No playground signs are present along
Londonderry or Biscayne Blvd
Walnut Ridge has tennis courts, a playground
and lacrosse field
Traffic on Londonderry is stop controlled,
Biscayne is uncontrolled
After review, staff recommends not adding
further playground signage. Staff believes there is little justification of the effectiveness
of playground signs, especially with the level of traffic nearby.
Section C: Items on which the Traffic Safety Committee recommends further study
C1. Request to add a turning lane for eastbound traffic on Edinborough Way at York Ave
Vehicles use Edinborough as a cut-thru for
evening rush hour
Eastbound traffic on Edinborough is stop
controlled
North/south traffic on York Ave/Xerxes Ave
is uncontrolled
Edinborough is marked with one eastbound
and westbound lane
When evening rush hour takes place,
eastbound vehicles create two lanes.
Typically one right-turn lane and one
left/thru lane
Edinborough is measured 35’ wide
In 2015 alone, 4 of 5 reported crashes took
place between 4:50 pm and 6 pm- evening
rush hour
Hennepin County has a 2019 Overlay project taking place on York and Xerxes. This
intersection is being considered for an all-way stop control
After review, staff recommends collecting turn-count data prior to adding additional
eastbound turn lanes. Hennepin County will be contacted for turn count data. If no
recent data is available, video will be collected and reviewed in-house.
Map: Location of Walnut Ridge Park
Map: Location of Edinborough Way at York Ave/Xerxes
Ave
STAFF REPORT Page 4
Section D: Other traffic safety items handled
D1. A faculty member from Concord Elementary requested traffic safety knowledge for pedestrian and
traffic congestion during school drop-off and pick-up hours. During a site visit, options that were discussed
included improving pavement markings, increasing sign visibility and even adding a pork-chop median to raise
pedestrian safety at the entrance and exit of the driveway, along with restricting turning movement to
require exiting vehicles to take a right onto School Rd.
D2. A resident who lives in a cul-de-sac was concerned with the amount of vehicles using Green Farm
Court to make U-turns. Upon a two-day video surveillance, four U-turns were counted. With the low
number of U-turns taking place, this is found to not be a safety issue and signs are unwarranted.
D3. Many residents reached out to traffic safety requesting police enforcement for on-street parking in
restricted areas and parking overnight. Locations mentioned include Abbott Ave, Beard Ave, France Ave,
Aspen Rd and Harrison Ave. The requestors were informed the EPD was made aware of these issues.
D4. A request was made to slow vehicles in the parking lot of City Hall directly outside of the main
entrance. An elevated crosswalk is being designed to slow vehicles when traveling over the crossing which
will also lead to increased pedestrian safety.
D5. A resident contacted traffic safety concerned with the level of safety on Xerxes Ave near W 69th St.
The resident was concerned with parking being utilized on both sides of Xerxes and vehicles parking too
close to the intersection and disrupting sightlines. The resident was informed allowing parking on both sides
of the street is a traffic-calming technique forcing cars to take-turns and slowly pass thru. The EPD is aware
of parking too close to the intersection and will patrol to discretion.
D6. A resident requested left turn restrictions for eastbound traffic on W 62nd St approaching France Ave.
The resident is concerned with the level of safety for vehicles turning north onto France Ave during evening
rush hour. Hennepin County reviewed this request and found there was not enough crash data to
recommend a turning restriction to be implemented.
D7. Pedestrian signal controllers were reported as nonfunctional along France Ave at Hazelton Ave and
Minnesota Dr. These intersections are under county jurisdiction so these requests were sent to Hennepin
County to be fixed.
D8. A resident was looking for traffic calming on Lincoln Blvd. The resident was informed of traffic calming
techniques and was requesting the temporary speed trailer to be utilized. The EPD was informed to add this
location to their list when they use their speed trailer.
D9. A request was made for adding stop controls at the intersection of Code Ave and Windsor Ave. The
resident was concerned with vehicles not yielding properly when approaching the intersection. This
intersection has a low number of vehicles entering in a day and no reported crashes. With this location
having adequate sight lines, no stop signs are warranted.
D10. A resident who lives off Prescott Circle was requesting an all-way stop to be added to increase
pedestrian safety when crossing Interlachen Boulevard. The resident was informed all-way stop controls at
the intersection are not warranted based on historical traffic data and adding unwarranted stop signs can
decrease the level of safety. The resident was informed a shared used path is proposed to be installed along
Interlachen in the future as they also raised concerns with the lack of pedestrian facilities on Interlachen.
Date: December 20, 2018 Agenda Item #: IX.A.
To:Transportation Commission Item Type:
Other
From:Mark Nolan, AICP, Transportation Planner
Item Activity:
Subject:Schedule of Meeting and Event Dates as of December
14, 2018
Information
CITY OF EDINA
4801 West 50th Street
Edina, MN 55424
www.edinamn.gov
ACTION REQUESTED:
None.
INTRODUCTION:
ATTACHMENTS:
Description
Schedule of Upcoming Meetings/Dates/Events
TRANSPORTATION COMMISSION SCHEDULE OF MEETING AND EVENT DATES AS OF DECEMBER 14, 2018
SCHEDULE OF UPCOMING MEETINGS/DATES/EVENTS
Thursday Dec 20 Regular ETC Meeting 6:00 PM COMMUNITY ROOM
Thursday Jan 17 Regular ETC Meeting 6:00 PM COMMUNITY ROOM
Thursday Feb 21 Regular ETC Meeting 6:00 PM COMMUNITY ROOM
Thursday Mar 21 Regular ETC Meeting 6:00 PM COMMUNITY ROOM
Thursday Apr 18 Regular ETC Meeting 6:00 PM COMMUNITY ROOM
Thursday May 16 Regular ETC Meeting 6:00 PM COMMUNITY ROOM
Thursday June 20 Regular ETC Meeting 6:00 PM COMMUNITY ROOM
Thursday July 18 Regular ETC Meeting 6:00 PM COMMUNITY ROOM
Thursday Aug 15 Regular ETC Meeting 6:00 PM COMMUNITY ROOM
Thursday Sep 19 Regular ETC Meeting 6:00 PM COMMUNITY ROOM
Thursday Oct 24 Regular ETC Meeting 6:00 PM COMMUNITY ROOM