HomeMy WebLinkAboutAppendix B5 Grandview District Transportation Study Final ReportCity of Edina
Grandview District
Transportation Study
August 31st, 2016
City of Edina Grandview District Transportation Study iii
Thanks to the following for their contributions to this project:
Edina Transportation Commission
Tom LaForce, Chair
Ralk Loeffelholz, Vice Chair
Katherine Bass
Andy Brown
Surya Iyer
Jennifer Janovy
Larry Olson
Lou Miranda
Lindsey Reuhl, Student Member
Emily Ding, Student Member
City of Edina
Grandview District
Transportation Study
August 31st, 2016
Edina City Staff
Mark Nolan, Transportation Planner
Bill Neuendorf, Economic Development Manager
Chad Millner, Engineering Director
Cary Teague, Community Development Director
Consultant Team
LHB, Inc.
Nelson\Nygaard
Alta Planning + Design
Bruce Jacobson, Landscape Architect
And special thanks to the many Grandview “Alumni” who participated in this and the ongoing planning efforts for this District.
iv Table of Contents
iv
Table of Contents
Executive Summary vii
Setting + Context 1
Existing Conditions 2
Project Process 3
Goals 8
Metrics 9
Timeline for Change 13
Short Term Changes 14
Mid Term Changes 18
Long Term Changes 22
Far Term Changes 26
Focus Areas 29
Introduction 30
1 – Jerry’s Connection from Eden 31
2 – Arcadia + Former Public Works Redevelopment Site 32
3 – School Bus Site + New Ramp 36
4 – Vernon Avenue & W. 50th Street 38
5 – Interlachen Boulevard 41
6 – Eden Avenue 44
7 – Grandview Neighborhood 47
8 – Highway Access 48
9 – Highway 100 Ped/Bike Bridge 50
10 – Transit Center 52
11 – Our Lady of Grace 54
12 – Beyond Study Area 55
Transportation Analysis 57
Assumptions 58
Existing Conditions 62
Short Term Changes 64
Mid Term Changes 66
Long and Far Term Changes 68
City of Edina Grandview District Transportation Study v Table of Contentsv
Settings + Context1
Timeline for Change2
Focus Areas3
Traffic Modeling4
Appendices
Briefing Book
Meeting Notes
Traffic Model Data
Appendix 1
Appendix 2
Appendix 3
vi
vi
Figure 1.1 The existing condition at the intersection of Vernon Avenue and Interlachen Boulevard.
City of Edina Grandview District Transportation Study vii
vii
Executive Summary
The Grandview District evolved and changed dramatically
throughout its history. Recently, the District has been studied
in numerous processes, culminating in the “Grandview District
Framework Plan.” That plan recommended a transportation
study be conducted in order to fully understand the impacts
and tradeoffs of proposed redevelopment and network changes
on all modes of travel. This study addresses that recommenda-
tion and uses the Framework Plan as a starting point for under-
standing potential change in the area. However, this study aims
to do more than provide a review, alternatives, and recommen-
dations; it also seeks to align itself with the culture, possibility,
and potential for the District to be rejuvenated into a place
where Living Streets meets everyday life.
To that end, this document describes a series of recommen-
dations for all modes of transportation, which could be imple-
mented within a range of timeframes. Which general timeframe
a specific project appears in depends on contextual issues such
as key safety improvements, opportunities related to potential
related projects, timing of planned infrastructure improvements,
and scale of required planning and funding related to a particular
proposal. These enhancements were analyzed for impacts to all
modes of transportation and are summarized as follows:
Short Term Changes (0-5 Years)
• Pedestrian crossing and intersection improvements for Ver-
non and Eden Avenues with controlled intersections, ad-
justed signal timing, and/or striping
• Adjustments to signal timing and driveway access at the
intersection of Interlachen Boulevard and Vernon Avenue
• New direct access from Eden Avenue to Jerry’s for all
modes
• Conversion of two off-ramps from Highway 100 from ex-
isting free-rights to proposed standard signal-controlled
right turns
• Reconfiguration of Arcadia Avenue along the former Public
Works site to accommodate pedestrians and bikers
Mid Term Changes (5-15 Years)
• North part of Arcadia Avenue converted to a shared street
• Vernon and Eden Avenues converted to support bikes, pe-
destrians, greenspace, and traffic management
• Add infrastructure to support bicycling on Eden Avenue
over Highway 100
• Continued simplification of Highway 100 on-ramps; new
northbound access at 50th Street
• Reopen a signalized intersection at 53rd Street and Vernon
Avenue
• Enhanced bus stops on Vernon and Eden Avenues
• New frontage road, providing southbound access to High-
way 100 and access to development parcels on west side
of Highway 100
• Improve parking options at municipal ramp and current
School District site, with associated policy improvements
Long Term Changes (15-30 Years)
• Complete pedestrian and bicycle connection along 50th
Street, across Highway 100
• New pedestrian and cyclist connection over Highway 100
to City Hall
• New frontage road providing northbound access to High-
way 100 and access to development parcels on east side of
Highway 100
• Reconfiguration of Eden Avenue, Lind Road, and the library
parking lot with improvements for all modes
• Direct connection for high-capacity transit line at a new
transit hub on the former Public Works development site
• New District parking options incorporated into the former
Public Works site, with associated parking policy
This plan also includes a brief overview of a Far Term Plan that
considers the possibility of “lid” over Highway 100. The primary
transportation implication of that degree of density, is that it
would require implementation of a high-capacity transit system.
Executive Summary
CHAPTER
Existing Conditions
Project Process
Goals
Metrics
Setting + Context
1
Figure 1.1 Grandview District aerial view. Photo Credit: MnGeo WMS Service 2012.
City Hall
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2 Setting + Context
1
Existing Conditions
The Grandview District is an important node of mixed com-
mercial, office, and residential uses between Vernon Avenue and
Eden Avenue on either side of Highway 100 (Figure 1.1). It has
evolved significantly over its history, from farming to a hub of
commercial activity, taking advantage of its access to road and
rail transportation networks (Figure 1.2). Formerly, Highway
169 followed the current alignment of Vernon Avenue, making
this a critical crossroads of two highways. Even after Highway
169 was realigned, Vernon remained a busy road which has con-
tinued to support retail and office uses.
The current character of the Grandview District is described
in detail in the Briefing Book (Appendix 1), but a few elements
of the transportation system quickly emerged as key to under-
standing how things work today. First, the District has long
been designed for use primarily by automobile traffic. The facil-
ities for bikes and pedestrians are disconnected, uncomfortable,
and require safety improvements. Residents are particularly
concerned about the difficulty for crossing Vernon Avenue to
get to Jerry’s Grocery Store, but gaps in the bike and pedestri-
an network occur throughout the area. This means that even
short trips are often conducted by car, rather than by foot or
bike, worsening traffic congestion, increasing the need for park-
ing, and decreasing the attractiveness of transit.
Second, there are several areas in the auto transportation net-
work that contribute to difficult circulation patterns. The merge
of two on-ramps to southbound Highway 100 has been nick-
named “the death-merge” by motorists. Queuing at Interlachen
Boulevard and Vernon Avenue is a source of frustration for mo-
torists and cyclists alike. There are also concerns about speed-
ing traffic on Vernon Avenue, queuing from the drive-through of
a coffee shop on Arcadia Avenue, and inadequate or ineffective
parking in several locations. In general, there is significant room
for improvement throughout the system.
1947
1957
1966
City of Edina Grandview District Transportation Study 3 Settings + Context1
Finally, the public transit system is less desirable and useful than
it could be. Existing bus routes are not heavily used and those
who would use them struggle with access to nearby parking and
with safely and comfortably walking to and from stops. There
is also significant interest in supporting passenger rail along the
existing freight rail line, but many political and logistical hurdles
exist for this proposal. At this time, the Edina Transportation
Commission (ETC) is exploring the potential of passenger rail
as part of a related but separate planning effort.
Additional information on existing conditions is covered in Ap-
pendix 1. This Transportation Study document explores solu-
tions to these and other issues through an interconnected set
of proposals in the following chapters.
Project Process
The Grandview District Transportation Study process was in-
tended to build on the progress of previous planning studies.
As shown in Figure 1.3, there has been substantial planning for
the District in the preceding years. In particular, many residents
and stakeholders contributed to the recommendations of the
Framework Plan. In particular, that plan described seven guiding
principles:
1. Leverage publicly-owned parcels and civic presence to create
a vibrant and connected District that serves as a catalyst for
high quality, integrated public and private development.
2. Enhance the District’s economic viability as a neighborhood
center with regional connections, recognizing that meeting the
needs of both businesses and residents will make the District a
good place to do business.
2003
1991
1979
Figure 1.2 Historical aerial photography of the District, from 1947 to
2003. Courtesy of the City of Edina.
GRANDVIEW DISTRICT
SMALL AREA
GUIDE PROCESS
GRANDVIEW DISTRICT
DEVELOPMENT
FRAMEWORK
PUBLIC WORKS SITE
PROGRAM
DEVELOPMENT
GRANDVIEW DISTRICT
TRANSPORTATION
STUDY
7 GUIDING
PRINCIPLES*
1. Leverage publically owned parcels
2. Meet the needs of businesses and residents
3. Turn barriers into opportunities
4. Pursue logical increments; make
vibrant, walkable, and attractive
5. Organize parking; provide convenience
6. Improve movement for all ages and modes
7. Unique sense of place incorporating
natural and sustainable features
3 PRIMARY GOALS
1. Create a place with a unique identity
announced by signature elements
2. Completely rethink and reorganize the District’s transportation
infrastructure
3. Leverage public resources to make incremental value-increasing changes
that enhance the public realm and encourage voltuntary private
investment
CURRENT
DEVELOPMENT SCHEME
1. Residential – 170 units 2. Civic building – 60,000 SF
3. Restaurant and retail – 8,000 SF 4. Park and Ride – 100 spaces
5. Site parking – 643 spaces
PROJECT GOALS
1. Identify needs, challenges, and
opportunities
2. Review, evaluate, and affirm previously
recommended changes
3. Offer specific recommendations, retaining the flexibility to respond to
unknown challenges and opportunities
4. Recommend prioritized, phased improvements
5. Recommend improved connections
to adjacent neighborhoods; focus on bicycle and pedestrian connections
6. Analyze motorized travel to guide intersection and roadway
modifications
7. Follow the Living Streets Policy and Implementation Plan guidelines
EDINA’S LIVING
STREETS
* Guiding Principles in this chart are simplied. Complete
text provided in body of text of this chapter.
20132012 20152010
4 Setting + Context
1
ment reflecting Edina’s innovative development heritage.
The Framework document both called for the Transportation
Study and provided a basis for its assumptions about urban de-
sign and redevelopment opportunities. Because of this strong
connection, the Transportation Study specifically sought out
input from those who had worked on the previous studies,
the “Grandview Alumni.” Their knowledge and participation
formed the core of the public process and were instrumental in
the design recommendations made for this report.
The process for the study itself was organized around three
phases, each culminating in an intensive week of design and
stakeholder engagement. The process was designed to first es-
tablish a shared understanding of the project during Convene
Week, then explore potential solutions during Imagine Week,
and finally review refined solutions during Recommend Week.
Each phase is described in more detail, below.
3. Turn perceived barriers into opportunities. Consider layering
development over supporting infrastructure and taking advan-
tage of the natural topography of the area.
4. Design for the present and the future by pursuing logical in-
crements of change using key parcels as stepping stones to a
more vibrant, walkable, functional, attractive, and life-filled place.
5. Organize parking as an effective resource for the District by
linking community parking to public and private destinations
while also providing parking that is convenient for businesses
and customers.
6. Improve movement within and access to the District for peo-
ple of all ages by facilitating multiple modes of transportation,
and preserve future transit opportunities provided by the rail
corridor.
7. Create an identity and unique sense of place that incorpo-
rates natural spaces into a high quality and sustainable develop-
Figure 1.3 Previous planning studies whose results have informed the direction and goals of this transportation study.
City of Edina Grandview District Transportation Study 5 Settings + Context1
Convene Week
During Convene Week, the design team conducted a site tour
(Figure 1.4 and Figure 1.5), analyzed existing conditions, refined
the goals of the study, held a public meeting and a focus group
meeting with local bike and pedestrian advocates, and presented
to both the Transportation Commission and the City Council.
In particular, the team used field work and background infor-
mation to assess the existing transportation network, including
street design standards, roadway capacity, parking management,
traffic management, transit routes, pedestrian linkages, and bicy-
cle connections.
Based on input from City staff, the team developed four scenar-
ios for analysis:
• Existing conditions
• New development at Edina Comprehensive Plan levels
• 30 housing units per developable acre
• 1.5 FAR (Floor Area Ratio)
• New development at potential Framework levels
• Incorporates Former Public Works Site potential
• 60 housing units per developable acre
• 2.0 FAR
• The Framework Plan does not call for specific rede-
velopment densities, therefore the analyzed densities
reflect the highest foreseeable density possible with
the scenarios suggested in that plan, to provide the
worst case scenario for analysis.
• New development with a Highway 100 Grandview Green
(informally referred to as “the Lid”)
• 120 housing units per developable acre
• Planning for the Grandview Green has not called for
specific redevelopment densities, therefore the ana-
lyzed densities reflect the highest foreseeable density
possible with the scenarios suggested to date, to pro-
vide the worst case scenario for analysis.
During the public meeting, the team presented the initial analy-
sis, along with background on the earlier work done on planning
for the District. The attendees then worked through a number
of exercises in small groups, aimed at providing applicable local
knowledge and establishing key areas for analysis and design.
Participants provided substantial information and input and in
particular identified the following priorities:
• Consider all modes of movement
Figure 1.4 Existing condition at the north end of Brookside Avenue by the
municipal parking ramp behind Jerry’s Foods, and west of the railroad
corridor. From the design team’s site visit, November 2015.
Figure 1.5 Existing condition of Eden Avenue at Arcadia Avenue, showing
a lack of pedestrian crossing and sidewalk facilities. From the design
team’s site visit, November 2015.
0 2’ 4’8’
6 Setting + Context
1
• Improve experience
• Motorists
• District parking strategy
• Reorganize highway ramps
• Explore street and intersection configurations
• Consider through-traffic and to-traffic
• Incorporate Complete Streets/Living Streets
• Reconnect zones within district for all modes
• Transit
• Bus routes and access
• Advocacy for Park and Ride
• Consider passenger rail
• Pedestrian experience
• Enhance both safety and routing
Figure 1.6 Example of proposed solutions and scenarios for Vernon Avenue from Imagine Week design concepts.
City of Edina Grandview District Transportation Study 7 Settings + Context1
Following the intensive week, the team also met with a group of
local business and property owners to ensure that there was a
clear understanding of how the transportation system currently
and potentially served their properties.
Finally, the team met with a variety of related agencies, such
as staff from Hennepin County, the Minnesota Department of
Transportation (MnDOT), Minnehaha Creek Watershed Dis-
trict, railroad staff, and others. Complete notes from those
meetings are provided in Appendix 2, but the intent in all cas-
es was to understand the related work being done by those
agencies and ensure that we understand their requirements for
improvements we might propose. This input, along with the
project goals, provided a basis for the work done during later
phases of the project.
Imagine Week
During Imagine Week, the team held a design charrette to ex-
plore solutions, conducted additional field visits, and once again
held a public meeting and presented to both the Transporta-
tion Commission and the City Council. During the charrette,
the Study Team developed scenarios for the transportation
network (Figure 1.6), including envisioning potential solutions
based on work done during the analysis phase. The Study Team
then verified solutions in the field to ensure that assumptions
were accurate and correct. This work resulted in the phased
approach described in this document (Figure 1.7 to Figure 1.9).
At the Imagine Week public meeting, the team presented the
analysis work done in the Briefing Book (Appendix 1) and ex-
plored the phased approach solutions in both a presentation
and question-and-answer pin-up review session. The public was
very supportive of the improvements in general, and especially
the improvements to bicycle and pedestrian safety and access.
There were questions about access to particular properties and
EDENVERNON 50TH
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Building Footprints
Parcels
Study Area Base Map
TRAFFIC IMPROVEMENTS
ALTERATIONS AND IMPROVEMENTS
PED/BIKE CONNECTIONS
NEW/ADJUSTED INTERSECTION
NO CHANGE
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0040200Feet ¯Edina GrandView District Transportation Study
Legend
Street Centerline
Railroad
Building Footprints
Parcels
Study Area Base Map
TRAFFIC IMPROVEMENTS
ALTERATIONS AND IMPROVEMENTS
PED/BIKE CONNECTIONS
NEW/ADJUSTED INTERSECTION
NO CHANGE
0’ 100’ 200’ 300’
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0040200Feet ¯Edina GrandView District Transportation Study
Legend
Street Centerline
Railroad
Building Footprints
Parcels
Study Area Base Map
TRAFFIC IMPROVEMENTS
ALTERATIONS AND IMPROVEMENTS
PED/BIKE CONNECTIONS
NO CHANGE
0’ 100’ 200’ 300’
N
Figure 1.7 Proposed Short Term Changes from Imagine Week.
Figure 1.8 Proposed Mid Term Changes from Imagine Week.
Figure 1.9 Proposed Long Term Changes from Imagine Week.
8 Setting + Context
1
about the potential for delay with the reconfigured highway on-
and off-ramps. Complete notes are provided in Appendix 2.
Following Imagine Week, there were once again meetings with
the local business and property owners and with the related
agencies. In addition, the phased approach was developed into
a board that was used for “intercepts” at the library, Jerry’s gro-
cery store, and Our Lady of Grace Catholic Church. Intercepts
provided an opportunity for public stakeholders to review the
proposed changes at a time and place that was convenient to
them and provide feedback by comment card. Responses were
generally positive and only minor modifications to the propos-
als were suggested.
Recommend Week
During the final week of intensive work, the team held a fol-
low-up design charrette to refine recommendations and graph-
ics and once again held a public meeting and presented to both
the Transportation Commission and the City Council. The de-
sign charrette was primarily aimed at discussing and resolving
key areas of concern and areas where feedback received from
the intercept events or other input had been provided more
recently.
At the Recommend Week public meeting, the team presented
the refined phased approach, highlighting areas that had changed
since Imagine Week. Questions and input were encouraged
throughout the presentation and opportunities to comment
directly on the boards with post-it notes and comment cards
Goals
The role of this Transportation Study was established, based
on the Framework Plan recommendations, in advance of the
project initiation. The goals were reviewed and were still
broadly supported by City staff and stakeholders and there-
fore were not significantly altered.
The goals of this Transportation Study are to:
• Identify needs, challenges, and opportunities based on
variable density scenarios
• Review, evaluate, and affirm recommendations from the
Grandview Framework Plan
• Offer specific recommendations, retaining the flexibility
to respond to unknown challenges and opportunities
• Recommend prioritized, phased improvements
• Recommend improved connections to adjacent neigh-
borhoods; focus on bicycle and pedestrian connections
• Analyze motorized travel to guide intersection and
roadway modifications identified in the Development
Framework
• Follow the Living Streets Policy and Implementation
Plan guidelines
These goals acted as a framework for decisions that were
made throughout the study. More detailed and specific goals
became evident for particular aspects of the transportation
system and for different focus areas. Those are described in
Chapters 2 and 3.
City of Edina Grandview District Transportation Study 9 Settings + Context1
were provided. Once again, the response was very positive and
changes were minor.
Following Recommend Week, there were once again meetings
with the local business and property owners and with the re-
lated agencies. Because there had been a substantive change
to the intersections of Vernon Avenue, Eden Avenue, and Sher-
wood Road, which would affect access for residents in the
Grandview neighborhood, and because no residents had been
at the public meeting, a special meeting was held just with those
residents. Residents were initially very concerned about access
to their neighborhood since they only have one access point,
but in general seemed more comfortable with the proposed
solutions following that discussion. Follow-up meetings were
also held with representatives from Edina’s emergency services,
Jerry’s, and Our Lady of Grace to ensure their understanding of
the proposed solutions.
Minor modifications were made based on all the feedback re-
ceived during and after Recommend Week, which is represent-
ed in the plans shown in this document.
Metrics
While a more complete discussion of the transportation anal-
ysis follows later in Chapter 4, this section describes the Study
Team’s approach to developing and evaluating the Grandview
District scenarios. Since a goal of the transportation study is
to determine whether and how well the proposed transporta-
tion network could serve the Framework Plan vision, the Study
Team outlined a set of goals and evaluation metrics that address
multi-modal, and in fact multidisciplinary, evaluation criteria. It is
important to recognize that this study explored relatively high
density assumptions, not because it advocates for or against
those levels of density, but because it is necessary to analyze
the transportation system under as much stress as we think is
foreseeable and then determine if it can handle those loads and
which improvements might help the system to handle those
loads more effectively should they occur.
The Study Team began by examining the ultimate vision de-
scribed in the Grandview District Framework Plan, which is in-
tended to unfold over many years. The team also acknowledged,
however, that improvements would not unfold all at once, but
over time, and are tied to safety, mobility, or development needs
Figure 1.10 Example of discontinuous pedestrian facilities and unmarked
crosswalks within the District.
Figure 1.11 Vernon Avenue is currently a difficult barrier for pedestrians
navigating the District.
10 Setting + Context
1
(Figure 1.10 and Figure 1.11). The transportation investments
recommended in the Framework Plan were supportive of the
vision outlined in the Framework document, but needed to be
grouped and analyzed in a manner that would facilitate their
implementation. With this recognition in mind, it became nec-
essary to develop scenarios that were not necessarily alterna-
tives to one another, but instead that built upon each other
cumulatively in order to suggest how they might progress as
development advances.
The scenarios were refined during Recommend Week, based on
workshops between the team and City staff, considering feed-
back from the public during Imagine Week and other outreach
events. The scenarios for analysis defined by the Study Team are
outlined in Figure 1.13.
The transportation improvements outlined and analyzed in this
document are intended to support the level of development
envisioned in each scenario. It is not necessary to realize the
full scale of development envisioned in each scenario; rather, the
scenarios offer guidance on the character and level of transpor-
tation investment that might be required to support the corre-
sponding level of investment. The following section describes
the scenarios, including the scale of development, timeframe for
such development, and key enhancements that could be deliv-
ered to support such development.
In developing and evaluating the scenarios, the Study Team
sought to incorporate, understand, and address both the tech-
nical needs of the network as well as community, stakeholder,
and agency concerns. The chosen evaluation metrics are in-
tended to inform a discussion of trade-offs where they exist, so
that all involved have an understanding of network performance
for all users, rather than prioritizing any one type of travel or
development. Finally, the metrics were designed to be measur-
able across the various scenarios, so that staff and stakeholders
could understand how the network would perform and change
over time. With all of this information compiled together, the
Figure 1.13 Scenarios for analysis in the Grandview District Transportation Study.
Scenario Timeframe Development Scale
Existing Conditions Current Current
Existing Conditions + Early Action Items 0-2 years Current
Short Term Changes 2-5 years 30 dwelling units per acre
Mid Term Changes 5-15 years 60 dwelling units per acre
Long Term Changes 15-30 years 120 dwelling units per acre
Figure 1.12 Example of an unmarked crosswalk within the District.
City of Edina Grandview District Transportation Study 11 Settings + Context1
Figure 1.14 Example of discontinuous pedestrian facilities and unmarked crosswalks within the District. Oversized highway on- and off-ramps
occupy a large amount of space that could be better utilized if re-allocated into developable parcels.
parties could best understand what to expect of the network
and assess whether and when to pursue changes.
To this end, the Study Team proposed a combination of metrics
that demonstrate changes in safety, mobility, connectivity, and
access. The metrics evaluated include:
• Number of vehicle trips (District-wide)
• Average vehicle delay (District-wide, and at key intersec-
tions)
• Average vehicle speed (District-wide)
• Access to parking
• Pedestrian connectivity (% of sidewalks that are continu-
ous)
• Pedestrian crossing experience (% of crosswalks that are
marked) (Figure 1.12 and Figure 1.14)
• Bicycle connectivity (% of marked routes that are contin-
uous)
• Access to transit
The evaluation includes both qualitative and quantitative mea-
sures. The primary sources of data for evaluating performance
across these metrics include:
• Trip generation and traffic operations analysis
• Conceptual designs
• Data and case studies of other complete streets proj-
ects in similar settings
• Stakeholder and community outreach
There was some discussion as to whether one goal might
be more important than others, i.e. pedestrian safety or
traffic flow; however, the goal of this effort is to support
mobility and development for everyone circulating to,
from, and within the Grandview District. No one metric
outshined another. As a result no weighting is assigned to
individual metrics or modes.
The evaluation of these metrics are described in greater
detail in Chapter 4, with a deeper technical discussion of
the traffic analysis in Appendix 3. With each scenario and
as more projects are implemented, performance of the
transportation network would improve, and the network
would become increasingly supportive of the type of fu-
ture envisioned for the Grandview District. A more de-
tailed discussion of the elements included in each scenario
are discussed in Chapter 3.
CHAPTER
Short Term Changes
Mid Term Changes
Long Term Changes
Far Term Changes
Timeline for Change
2
Figure 2.1 Long Term Changes Master Plan developed through the Grandview District Transportation Study.
City Hall
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14 Timeline for Change
Figure 2.2 Proposed Short Term Changes to the Grandview District transportation network.
City Hall
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GRANDVIEW SQ
SHERWOODRD53RD ST
52ND ST
IN
T
E
R
L
A
CH
EN
B
L
VD
Jerry’s
Former Public Works
Redevelopment Site
50TH ST
Potential
Short Term
Project
Changes in the short-term (Figure 2.2) focus on transporta-
tion improvements that can be implemented within two to five
years, building on early action items already contemplated. Early
action items are potential low-cost improvements that could be
implemented with minimal construction, permitting, or approval
within the next two years. The following items have been iden-
tified as potential early action items:
• Begin rationalizing highway on/off ramps:
• Remove free right from southbound Highway 100 exit
onto Vernon Avenue
• Remove free right to northbound Highway 100 en-
trance from W. 50th Street
• New signal at Jerry’s to facilitate pedestrian crossings and
left-turn movements
These improvements are intended to demonstrate the City’s
proactive dedication to implementing critical pedestrian safety
improvements and to advancing Grandview residents’ and busi-
nesses’ vision of a more connected, accessible District for all
travelers, residents, and shoppers.
The short-term improvements target the following changes:
• Continue implementing key pedestrian safety improve-
ments
• Set the stage for mid-term transportation investments
Short Term Changes
Right-In/
Right-Out
Average modeled
development density
30 dwelling units per acre
Timeline 2-5 years
Potential
Early Action
Item
Timeline for Change2
City of Edina Grandview District Transportation Study 15
Figure 2.3 Diagrams of proposed improvements for walking
and biking access, auto circulation and parking, and transit
access and enhancements. Diagrams were developed during
the Imagine Week phase of the Transportation Study.
EDENVERNON 50TH
HIGHWAY
100WILSONARCADIA49TH
NORMANDALESHERWOOD50TH ST
W
TO SB
HWY100
52ND GRANGE53 DR
LINKHANKERSON DALEIN
T
E
R
L
A
C
H
E
N
GNUOY SUG
BROOKSIDEEDEN AVE
TO
SB
HWY100
G WEIVDNAR 50TH ST W TO NB HWY100NB HWY100 TO EDEN AVESUMMITPINEWOOD SB HWY100 TO 50TH ST WWESTBROOKSB HWY10
0
T
O
V
E
R
N
O
N
A
V
E
S
GRANGE RD TO NB HWY
1
0
0
GRANDVIEWHIGHWAY 100
BROOKSIDE
VERNON50TH ST W TO NB HWY100
0040200Feet ¯Edina GrandView District Transportation Study
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Railroad
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Study Area Base Map
1
1
1 2
2
3
3
4
WALKING AND BIKING ACCESS
EDENVERNON 50TH
HIGHWAY 100WILSONARCADIA49TH
NORMANDALESHERWOOD50TH ST
W
TO SB
HWY100
52ND GRANGE53 DR
LINKHANKERSON DALEIN
T
E
R
L
A
C
H
E
N
GNUOY SUG
BROOKSIDEEDEN AVE TO SB HWY100
G WEIVDNAR 50TH ST
W TO
NB
HWY100NB HWY100 TO EDEN AVESUMMITPINEWOOD SB HWY100 TO 50TH ST WWESTBROOKSB HWY10
0
T
O
V
E
R
N
O
N
A
V
E
S
GRANGE RD TO NB HWY10
0
GRANDVIEWHIGHWAY 100
BROOKSIDE
VERNON50TH ST W
TO
NB
HWY100
0040200Feet ¯Edina GrandView District Transportation Study
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Parcels
Study Area Base Map
5
6
7
8
1
1
1
2
2
AUTO CIRCULATION AND PARKING
EDENVERNON 50TH
HIGHWAY 100WILSONARCADIA49TH
NORMANDALESHERWOOD50TH ST W TO SB HWY100
52ND GRANGE53 DR
LINKHANKERSON DALEIN
T
E
R
L
A
C
H
E
N
GNUOY SUG
BROOKSIDEEDEN AVE
TO
SB
HWY100
G WEIVDNAR 50TH ST W
TO
NB
HWY100NB HWY100 TO EDEN AVESUMMITPINEWOOD SB HWY100 TO 50TH ST WWESTBROOKSB HWY10
0
T
O
V
E
R
N
O
N
A
V
E
S
GRANGE RD TO NB HWY100
GRANDVIEWHIGHWAY 100
BROOKSIDE
VERNON50TH ST W
TO
NB
HWY100
0040200Feet ¯Edina GrandView District Transportation Study
Legend
Street Centerline
Railroad
Building Footprints
Parcels
Study Area Base Map
9
TRANSIT ACCESS AND ENHANCEMENTS
LEGEND
CROSSWALKS
SEPARATED WALK AND BIKE PATHS
VEHICULAR CIRCULATION IMPROVEMENT
REMOVAL OF REDUNDANT ROADWAYS
EXISTING HIGHWAY RAMP ACCESS
IMPROVED INTERSECTION
IMPROVED BUS FACILITIES
HIGH-CAPACITY TRANSIT LINE
POSSIBLE TRANSIT CENTER LOCATION
Short Term Changes
1. New controlled intersections with pedestrian crossings and
coordinated light timing
2. Restore pedestrian circulation across removed highway ramp
free-right turns
3. Improve pedestrian crossings on Eden Avenue
4. Create pedestrian-safe path by former Public Works Site
5. Right-in/right-out driveway by Edina Liquor Store
6. Create access from Eden Avenue to Jerry’s
7. Improve Arcadia Avenue by former Public Works Site
8. Develop district parking strategy
9. Improve existing bus stop and turn-around facilities – seat-
ing, shelter, heat lamps, real-time information, etc.
2
16 Timeline for Change
• Begin to rationalize motorist access points in order to bet-
ter manage traffic flow
• Improve access to parcels currently in the development
pipeline, such as the school bus lot and former Public
Works site
• Begin the process of improving transit facilities to encour-
age use by working with Metro Transit to provide more
comfortable waiting areas and safe walking and biking
routes to those stops.
• Support the goals of Safe Streets for Seniors, Safe Routes
to Schools, and Living Streets by incorporating those criti-
cal design principles into every applicable project.
• Incorporate best management practices for sustainabil-
ity and resiliency into every applicable project, including
stormwater solutions, materials selection, incorporation
of greenspace, energy efficiency, reduction of heat island
effects, and support for all modes and abilities.
Note that each scenario is cumulative, so the Short-Term
Changes scenario includes all early action items (Figure 2.3).
This provides the greatest flexibility, and allows the City to
advance any of these improvements as conditions change or as
funding becomes available.
Costs were developed for the Short Term projects, in order to
support current Capital Investment Planning (CIP). The follow-
ing estimates for cost and schedule are for planning purposes
only and do not constitute a formal engineer’s estimate:
• Vernon Avenue Intersection Improvements at Eden Avenue
• Timeframe: 2018
• Cost: $100,000
• Vernon Avenue & Southbound Highway 100 Exit Ramp
Free Right Removal
• Timeframe: 2019
• Cost: $350,000
• Vernon Avenue Intersections Improvements – Interlachen
& Jerry’s
• Timeframe: 2019
• Cost: $750,000
• Arcadia Avenue Improvements
• Timeframe: 2019
• Cost: $450,000
• 50th Street & Northbound Highway 100 Entrance Ramp
Free Right Removal
• Timeframe: 2020
• Cost: $250,000
• New Street to Jerry’s Foods from Eden Avenue
• Timeframe: 2020
• Cost: $280,000
Analysis of all the Short Term improvements and the resulting
transportation network performance are further described in
Chapter 4, Transportation Analysis.
Timeline for Change2
City of Edina Grandview District Transportation Study 17
Figure 2.4 A pedestrian crossing at a location with no marked crosswalks, while a driver prepares to make a right turn into traffic.
2
18 Timeline for Change
Figure 2.5 Proposed Mid Term Changes to the Grandview District transportation network.
In the Short Term Changes scenario, the plan aims to address
critical connections, key safety improvements, and simplify mo-
torist access to the local and regional network. Changes in
the Mid Term (Figure 2.5), however, focus on transportation im-
provements that can be implemented in five to 15 years and
build on the enhancements made in the Short-Term.
Improvements in the Mid Term Changes scenario are intended
to reestablish multi-modal connections and enable development
that fits into the local vision for the Grandview District. Though
all of the improvements in the Framework Plan are seen as crit-
ical, the enhancements in the Mid Term recognize that timeline
to assemble adequate funding, to address the required approv-
als processes, and to coordinate with local, regional, and state
agency partners.
The Mid Term improvements target the following changes (Fig-
ure 2.6):
• Establish critical, continuous bicycling connections
• Re-establish pedestrian connections
Mid Term Changes
City Hall
VERNON AVEHIGHWAY 100EDEN A
V
E
53RD ST
52ND ST
Jerry’s
Former Public Works
Redevelopment Site
50TH ST
Reconfigured
intersection
and lot GRANGE RDARCADIA AVEGRANDVIEW SQ
SHERWOODRDIN
T
E
R
L
ACH
EN
B
L
VD
Average modeled
development density
60 dwelling units per acre
Timeline 5-15 years
Timeline for Change2
City of Edina Grandview District Transportation Study 19
Figure 2.6 Diagrams of proposed improvements for walking
and biking access, auto circulation and parking, and transit
access and enhancements. Diagrams were developed during
the Imagine Week phase of the Transportation Study.
EDENVERNON 50TH
HIGHWAY
100WILSONARCADIA49TH
NORMANDALESHERWOOD50TH ST W
TO SB
HWY100
52ND GRANGE53 DR
LINKHANKERSON DALEIN
T
E
R
L
A
C
H
E
N
GNUOY SUG
BROOKSIDEEDEN AVE
TO
SB
HWY100
G WEIVDNAR 50TH ST W
TO
NB
HWY100NB HWY100 TO EDEN AVESUMMITPINEWOOD SB HWY100 TO 50TH ST WWESTBROOKSB HWY10
0
T
O
V
E
R
N
O
N
A
V
E
S
GRANGE RD TO NB HWY10
0
GRANDVIEWHIGHWAY 100
BROOKSIDE
VERNON50TH ST W TO NB HWY100
0040200Feet ¯Edina GrandView District Transportation Study
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Street Centerline
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Building Footprints
Parcels
Study Area Base Map
1
1
1
2 2
3
3
4
WALKING AND BIKING ACCESS
1
1
4
4
5
EDENVERNON 50TH
HIGHWAY 100WILSONARCADIA49TH
NORMANDALESHERWOOD50TH ST W
TO
SB
HWY100
52ND GRANGE53
D
R
LINKHANKERSON DALEIN
T
E
R
L
A
C
H
E
N
GNUOY SUG
BROOKSIDEEDEN AVE
TO
SB
HWY100
G WEIVDNAR 50TH ST W TO NB HWY100NB HWY100 TO EDEN AVESUMMITPINEWOOD SB HWY100 TO 50TH ST WWESTBROOKSB HWY1
0
0
T
O
V
E
R
N
O
N
A
V
E
S
GRANGE RD TO NB HWY100
GRANDVIEWHIGHWAY 100
BROOKSIDE
VERNON50TH ST W
TO
NB
HWY100
0040200Feet ¯Edina GrandView District Transportation Study
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Study Area Base Map
5
6
7
AUTO CIRCULATION AND PARKING
6 6
6
7
8
9
10
EDENVERNON 50TH
HIGHWAY
100WILSONARCADIA49TH
NORMANDALESHERWOOD50TH ST W
TO SB
HWY100
52ND GRANGE53 DR
LINKHANKERSON DALEIN
T
E
R
L
A
C
H
E
N
GNUOY SUG
BROOKSIDEEDEN AVE TO SB HWY100
G WEIVDNAR 50TH ST W
TO
NB
HWY100NB HWY100 TO EDEN AVESUMMITPINEWOOD SB HWY100 TO 50TH ST WWESTBROOKSB HWY10
0
T
O
V
E
R
N
O
N
A
V
E
S
GRANGE RD TO NB HWY10
0
GRANDVIEWHIGHWAY 100
BROOKSIDE
VERNON50TH ST W TO NB HWY100
0040200Feet ¯Edina GrandView District Transportation Study
Legend
Street Centerline
Railroad
Building Footprints
Parcels
Study Area Base Map
11
TRANSIT ACCESS AND ENHANCEMENTS
LEGEND
CROSSWALKS
SEPARATED WALK AND BIKE PATHS
VEHICULAR CIRCULATION IMPROVEMENT
REMOVAL OF REDUNDANT ROADWAYS
EXISTING HIGHWAY RAMP ACCESS
IMPROVED INTERSECTION
IMPROVED BUS FACILITIES
HIGH-CAPACITY TRANSIT LINE
POSSIBLE TRANSIT CENTER LOCATION
Mid Term Changes
1. Create separated bike lanes and pedestrian paths on Vernon Ave-
nue and Eden Avenue
2. Improve pedestrian circulation by Jerry’s and general retail
3. Create activation zones along streetfront of Vernon Avenue
4. Add more pedestrian crossings on Vernon Avenue
5. Expand walk/bike connections within district interior and improve
circulation
6. “Right-sizing” design for Vernon Avenue and Eden Avenue
7. Integrate highway ramp circulation with district street network
8. Develop district parking strategy
9. Free-right turns replaced with controlled intersection onto Highway
100 northbound
10. Remove northbound looping ramp
11. Transit schedule and frequency improvements
2
20 Timeline for Change
• Continue rationalizing motorist access points in order to
better manage traffic flow, especially the intersection of
Eden and Vernon which is described in more detail in Chap-
ter 3, Section 7 “Grandview Neighborhood.”
• Unlock new parcels for long-term development, open
space, or public use
• Set the stage for long-term transportation investments
• Improve the character of Vernon by creating “activation
zones” of increased, though possibly transient, use immedi-
ately adjacent to the sidewalks.
• Continue the process of improving transit facilities to en-
courage use by working with Metro Transit to relocate the
bus stop at Eden and Vernon when that intersection is re-
constructed, by providing more accessible park-and-ride
facilities as parking is constructed throughout the area, and
by adjusting service schedules and types to meet increasing
demand.
• Support the goals of Safe Streets for Seniors, Safe Routes to
Schools, and Living Streets by incorporating those critical
design principles into every applicable project.
• Continue to incorporate best management practices for
sustainability and resiliency into every applicable project,
including stormwater solutions, materials selection, incor-
poration of greenspace, energy efficiency, reduction of heat
island effects, and support for all modes and abilities.
Note that each scenario is cumulative, so the Mid Term Changes
scenario includes all early action items and Short Term improve-
ments. This provides the greatest flexibility, and allows the City
to advance any of these improvements as conditions change or
as funding becomes available. Analysis of these improvements
are further described in Chapter 4, Transportation Analysis.
Timeline for Change2
City of Edina Grandview District Transportation Study 21
Figure 2.7 Existing pedestrian and bus facilities on Vernon Avenue.
2
22 Timeline for Change
Figure 2.8 Proposed Long Term Changes to the Grandview District transportation network.
City Hall
VERNON AVEHIGHWAY 100EDEN A
V
E
53RD ST
52ND ST
Jerry’s
Former Public Works
Redevelopment Site
50TH ST
These improvements are intended to complete the vision of the
Framework Plan, establishing the character and scale for devel-
opment of the plan and the necessary transportation improve-
ments that can support such development. Though the Long
Term Changes scenario envisions a grand scale of development
over several decades, it also describes the requisite transpor-
tation investments that should be in place when that level of
development is pursued (Figure 2.8).
The Long Term improvements target the following changes:
• Complete key pedestrian and bicycle connections
• Complete simplification of highway access
• Facilitate high-capacity transit connections
• Support delivery of the Framework Plan
• Outline character of ongoing development and transporta-
tion improvements
• Improve the character of Vernon by creating “activation
zones” of increased, though possibly transient, use immedi-
ately adjacent to the sidewalks.
• Continue the process of improving transit facilities to en-
Long Term Changes GRANGE RDARCADIA AVEGRANDVIEW SQ
SHERWOODRDIN
T
E
R
L
ACH
EN
B
L
VD
Average modeled
development density
120 dwelling units per acre
Timeline 15-30 years
Timeline for Change2
City of Edina Grandview District Transportation Study 23
Figure 2.9 Diagrams of proposed improvements for walking
and biking access, auto circulation and parking, and transit
access and enhancements. Diagrams were developed during
the Imagine Week phase of the Transportation Study.
EDENVERNON 50TH
HIGHWAY 100WILSONARCADIA49TH
NORMANDALESHERWOOD50TH ST W
TO
SB
HWY100
52ND GRANGE53 DR
LINKHANKERSON DALEIN
T
E
R
L
A
C
H
E
N
GNUOY SUG
BROOKSIDEEDEN AVE
TO
SB
HWY100
G WEIVDNAR 50TH ST W TO NB HWY100NB HWY100 TO EDEN AVESUMMITPINEWOOD SB HWY100 TO 50TH ST WWESTBROOKSB HWY1
0
0
T
O
V
E
R
N
O
N
A
V
E
S
GRANGE RD TO NB HWY100
GRANDVIEWHIGHWAY 100
BROOKSIDE
VERNON50TH ST W
TO
NB
HWY100
0040200Feet ¯Edina GrandView District Transportation Study
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Building Footprints
Parcels
Study Area Base Map
*
*
1 2
WALKING AND BIKING ACCESS
EDENVERNON 50TH
HIGHWAY 100WILSONARCADIA49TH
NORMANDALESHERWOOD50TH ST W
TO
SB
HWY100
52ND GRANGE53 DR
LINKHANKERSON DALEIN
T
E
R
L
A
C
H
E
N
GNUOY SUG
BROOKSIDEEDEN AVE
TO
SB
HWY100
G WEIVDNAR 50TH ST W TO NB HWY100NB HWY100 TO EDEN AVESUMMITPINEWOOD SB HWY100 TO 50TH ST WWESTBROOKSB HWY1
0
0
T
O
V
E
R
N
O
N
A
V
E
S
GRANGE RD TO NB HWY100
GRANDVIEWHIGHWAY 100
BROOKSIDE
VERNON50TH ST W
TO
NB
HWY100
0040200Feet ¯Edina GrandView District Transportation Study
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Street Centerline
Railroad
Building Footprints
Parcels
Study Area Base Map
*
*
4
5
3
4
AUTO CIRCULATION AND PARKING
EDENVERNON 50TH
HIGHWAY 100WILSONARCADIA49TH
NORMANDALESHERWOOD50TH ST W TO
SB
HWY100
52ND GRANGE53 DR
LINKHANKERSON DALEIN
T
E
R
L
A
C
H
E
N
GNUOY SUG
BROOKSIDEEDEN AVE
TO
SB
HWY100
G WEIVDNAR 50TH ST W TO NB HWY100NB HWY100 TO EDEN AVESUMMITPINEWOOD SB HWY100 TO 50TH ST WWESTBROOKSB HWY10
0
T
O
V
E
R
N
O
N
A
V
E
S
GRANGE RD TO NB HWY
1
0
0
GRANDVIEWHIGHWAY 100
BROOKSIDE
VERNON50TH ST W
TO
NB
HWY100
0040200Feet ¯Edina GrandView District Transportation Study
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Building Footprints
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*
*
*
*
6
7
8
TRANSIT ACCESS AND ENHANCEMENTS
6
LEGEND
CROSSWALKS
SEPARATED WALK AND BIKE PATHS
VEHICULAR CIRCULATION IMPROVEMENT
REMOVAL OF REDUNDANT ROADWAYS
EXISTING HIGHWAY RAMP ACCESS
IMPROVED INTERSECTION
IMPROVED BUS FACILITIES
HIGH-CAPACITY TRANSIT LINE
POSSIBLE TRANSIT CENTER LOCATION
Long Term Changes
1. Complete walk/bike connections within district interior
2. Pedestrian and bike bridge across Highway 100
3. Remove unsafe segment of road
4. New off-ramp frontage road system
5. Complete street network within district interior
6. Proposed transit center locations to serve both rail and
bus users
7. New bus stop and turn-around in conjunction with transit
center
8. Potential for high capacity transit through the district
2
24 Timeline for Change
courage use by working with Metro Transit to enhance
and maintain bus stops, add a transit center, and adjust
service schedules and types to meet increasing demand.
• Support the goals of Safe Streets for Seniors, Safe
Routes to Schools, and Living Streets by incorporat-
ing those critical design principles into every applicable
project.
• Continue to incorporate best management practices
for sustainability and resiliency into every applicable
project, including stormwater solutions, materials se-
lection, incorporation of greenspace, energy efficien-
cy, reduction of heat island effects, and support for all
modes and abilities.
The Long Term Changes scenario (Figure 2.9) delivers on
the vision for the Grandview District described in the
Framework Plan. It envisions all major components of the
Framework Plan in a way that respects its setting with-
in Edina, and allows for safe multi-modal connections to,
through, and within the District. The transportation im-
provements envisioned and analyzed in this document are
intended to support the level of development envisioned in
each scenario. They are also intended to denote a level of trans-
portation investment that will support and facilitate the scale
of development considered in the Framework Plan. Analysis of
the performance of these improvements are further described
in Chapter 4.
The Long Term Changes scenario is the culmination of that vi-
sion in many ways, though it is not necessarily the end game.
Each scenario takes a substantial step towards the Long Term
goal for the Grandview District and sets up the ability grow
beyond this scenario, within key parameters. The next section
of this chapter describes additional infrastructure and land use
improvements for the District. These are more substantial than
what might be delivered in the readily foreseeable future. How-
ever, the community acknowledges that such a future exists.
The Far Term Changes scenario therefore describes the Dis-
trict vision in the event that more substantial funding becomes
available or more intense, more rapid development occurs, and
sets the tone for improvements that may be beyond the scope
of this analysis.
Timeline for Change2
City of Edina Grandview District Transportation Study 25
Figure 2.10 Existing Eden Avenue bridge over Highway 100.
2 EDENVERNON 50TH
HIGHWAY 100WILSONARCADIA49TH
NORMANDALESHERWOOD50TH ST W TO SB HWY100
52ND GRANGE53 DR
LIN
KHANKERSON DALEIN
T
E
R
L
A
C
H
E
N
GNUOY SUG
BROOKSIDEEDEN AVE TO SB HWY100G WEIVDNAR 50TH ST W TO NB HWY100NB HWY100 TO EDEN AVESUMMITPINEWOOD SB HWY100 TO 50THST WWESTBROOKSB HWY1
0
0
T
O
V
E
R
N
O
N
A
V
E
S
GRANGE RD TO NB HW
Y
1
0
0
GRANDVIEWHIGHWAY 100BROOKSIDE
VERNON50TH ST W TO NB HWY100
0040200Feet ¯Edina GrandView District Transportation Study
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Railroad
Building Footprints
Parcels
Study Area Base Map
0’ 100’ 200’ 300’
N
26 Timeline for Change
Figure 2.11 Possible Far Term Changes to the Grandview District and transportation network.
City Hall
VERNON AVEHIGHWAY 100EDEN A
V
E
52ND ST
Jerry’s
Former Public Works
Redevelopment Site
50TH ST
The concept sketch plan, above (Figure 2.11), suggests a Far
Term future characterized by full district build-out through the
strategic, phased development of vacant, underutilized, or newly
available property along both sides of the Highway 100 corridor.
Generally, a thoughtful evaluation of this scenario indicated that
several significant elements would have to occur, perhaps simul-
taneously, in order for this, or similar outcomes, to be realized
including:
• Reconfigured and/or eliminated redundancies in the High-
way 100 and Vernon Avenue interchange ramps, setting the
stage for a feasible real estate transaction (land deal) that
would ensure adjacent properties are available for future
development;
• Construction of a “Grandview Crossing” (defined in the
2012 Framework Plan), a proposed connection over High-
way 100, with design ideas ranging from a simple, but spa-
cious, pedestrian and bicycle bridge, to a “Freeway Lid”
spanning between Vernon and Eden Avenues (further dis-
cussion of the crossing is provided in Chapter 3, Section 9);
• Realization of enhanced transit serving this district, includ-
ing additional local and regional service related to Highway
100 (perhaps BRT), but also taking advantage of the existing
rail corridor pursuing either Light Rail or Modern Streetcar
options.
Far Term Changes GRANGE RDARCADIA AVEIN
T
E
R
L
A
CH
EN
B
L
VD
Timeline for Change2
City of Edina Grandview District Transportation Study 27
Completion of these three major influences would signal the
re-start of focused debate and pursuit of detailed district plan-
ning strategies that necessarily accept increased density as an
outcome. As previously stated, this plan doesn’t advocate for
increasing density, only examines its potential impacts to the
transportation network. Far term projections are beyond the
bounds of predictive modeling, but given the traffic predicted
in the Mid and Long Terms, it is anticipated that some form of
high-capacity commuter transit service would be required to
meet the demands of this Far Term scenario.
Change over a much longer time frame, i.e. the “Far Term,”
would not only be measured in additional housing units, but
would also provide opportunities to implement, or even require
the implementation of, the following district-wide changes:
• A connected public realm on both sides of Highway 100,
including additional green space with an emphasis on pe-
destrian and bicycle amenities;
• An innovative, multi-system, stacked infrastructure with
emphasis on long term cost savings and sustainability;
• A greater mix of local service and convenience venues with
emphasis on unique district character and nearby neigh-
borhood needs;
• And an exemplary precedent-setting, district-scale re-
development approach with emphasis on 21st Century
city-building principles and City of Edina objectives.
This study acknowledges the complexities, and unpredictability,
of long range strategic thinking, but chooses to include this sim-
ple diagram as a means to keep broader concepts on the radar
as many of the Short Term planning objectives take center-stage
in the next phases of district development. No traffic analysis or
other more detailed planning was conducted for this term as
part of this study.
Figure 3.1 Long Term Changes Master Plan showing Focus Areas throughout the Grandview District and beyond.
CHAPTER
Introduction
1 – Jerry’s Connection from Eden
2 – Arcadia + Public Works Site
3 – School Bus Site + New Ramp
4 – Vernon Avenue & W. 50th St.
5 – Interlachen Boulevard
6 – Eden Avenue
Focus Areas
3
7 – Grandview Neighborhood
8 – Highway Access
9 – Highway 100 Ped/Bike Bridge
10 – Transit Center
11 – Our Lady of Grace
12 – Beyond Study Area
City Hall
VERNON AVEHIGHWAY 100GRANGE RDARCADIA AVEEDEN A
V
E
GRANDVIEW SQ
SHERWOOD RD52ND ST
INTERLACHEN BLVD
50TH
S
T
1
2
3
4
5 4
6
11
7
8
8
8
8
9
10
(12)
(12)
30 Focus Areas
3
Introduction
Within the overall framework of the phased implementation
approach described in the previous chapter, there are many ar-
eas of specific interest. They can’t be considered as separate
projects, because the function of the system depends on an in-
terconnected set of improvements, but they do deserve specific
attention in order to fully explore their intention and detail in
the larger context. All the proposed improvements incorporate
many important changes that will better align the network with
the goals of Living Streets, Safe Streets for Seniors, Safe Routes
to Schools, and sustainability.
Just as the system is interconnected, all of the projects have
impacts on multiple modes of travel, though some might appear
to be street or transit oriented. For instance, the pedestrian
bridge over Highway 100 does not just act as a walkway. It
also encourages the perception of comfort and safety for pe-
destrians in the District to intentionally shift use from autos
to pedestrians and bikes. This study did not assume a change
in behavior from autos to other modes in order to “solve” the
traffic issues, but it intended to complement conservative traffic
estimates with substantive improvements to the experience of
those other modes so that actual performance would exceed
modeled expectations.
Because of this multi-modal, interconnected approach, the focus
areas described in this chapter may seem numerous or even
scattered. They are therefore organized by anticipated time-
line, rather than mode or geography. The Study Team explored
known opportunities for improvements or redevelopment in
order to approximate time frames, as shown in the previous
chapters. This chapter perpetuates that time-based approach,
even though it is subject to the ever-changing winds of political
and economic change. If opportunities arise earlier than an-
ticipated, our analysis shows that there is very rarely, if ever, a
reason to hold back a project to fit this timeline, though there
may be good reasons to move a project forward. In almost
every case, momentum towards positive change is the primary
incentive for investment. It is also important to recognize that
this study only frames proposed changes. In all cases, more de-
tailed design, engineering, and public process are required for
implementation.
Figure 3.2 Existing connection from Eden Avenue to Jerry’s Foods, looking
north from Eden Avenue.
Figure 3.3 Existing connection from Eden Avenue to Jerry’s Foods.
City of Edina Grandview District Transportation Study 31 Focus Areas3
1 – Jerry’s Connection from Eden
Figure 3.4 Plan of a new pedestrian and vehicular connection from Eden
Avenue to Jerry’s; 1” = 200’.
Jerry’s
AThe current connection from Eden Avenue to Jerry’s Foods is a
space that is poorly defined and unwelcoming to people wish-
ing to access the commercial area from the south (Figure 3.2
and Figure 3.3). Because the Edina Senior Center, Edina Library,
and the Grandview Square offices and residences are located
directly south of Eden Avenue, a low-stress and legible route to
and from this shopping destination is important to the overall
connectivity of the Grandview District.
Presently, people walking or on bicycles who approach Jerry’s
from the south must cross Eden Avenue at an intersection that
is poorly seen by eastbound motorists due to the curve in Link
Road. Once across Eden, people are required to walk or ride a
bicycle through two parking lots currently lacking sidewalks and
a clearly-defined streetscape before reaching Jerry’s (Figure 3.2).
A new connection (Figure 3.4) is recommended to improve ac-
cessibility and safety for this corridor. The cross section in Fig-
ure 3.5 illustrates the allocation of shared space for motorists
and bicyclists, while providing off-street sidewalks for people
walking separated by a planted boulevard. On-street parking
is shown on both sides of the new connection (Figure 3.5) and
reconfiguration of the off-street parking around Edina Family
Physicians makes it possible to reduce parking very little while
improving access substantially. Like other changes in this study,
EDEN A
V
E
LI
N
K
R
D
Figure 3.5 Section A: Typical Internal Street Section
this change would require cooperation between multiple land-
owners (primarily Jerry’s) and the City of Edina. Despite the
challenges of these kinds of partnerships, this is one of several
connections that are critical to weaving together an intercon-
nected transportation system.
At the intersections along the corridor, high-visibility continen-
tal crosswalks are recommended to improve this connection
for those who walk along this corridor. In addition, curb exten-
sions (bulb-outs) are proposed to increase pedestrian visibility
and shorten the distance a person must walk between side-
walks. Further discussed in Section 7, it is proposed that, in the
future, a small portion of Link Road between Grandview and
Vernon (between the Super America and BP service stations) be
eliminated and Eden Avenue be straightened, helping to improve
the sight lines for eastbound automobile traffic on Eden.
32 Focus Areas
3
2 – Arcadia + Former Public Works Redevelopment Site
The former Public Works site at the intersection of Eden Av-
enue and Arcadia Avenue has been proposed for a variety of
uses since the City moved the Public Works operations from
the site to the Cahill Industrial Park in 2010 and demolished the
old building in 2013. The Grandview Framework Plan imagined
a mix of public and private uses on the site. The primary uses
consisted of housing and a community center and incorporated
an outdoor plaza, all on top of multiple layers of parking, taking
advantage of the existing topography.
In 2014 and 2015, the City partnered with Frauenshuh Com-
mercial Real Estate to determine how a mix of public and pri-
vate uses could fit on the site. Most recently, the City Council
initiated a community center study that determined a more
defined program and conceptual layout for the community cen-
ter component of the site. The community center design team
from HGA worked closely with the Grandview District Trans-
portation Study Team in an effort to coordinate transportation
elements with the community center program.
HGA’s concept for the community center was used as a basis
for understanding the potential transportation system impacts
of the redevelopment, with the understanding that it represents
the current thinking of the time and not necessarily the final
design of the project (Figure 3.6).
Figure 3.6 Concept plan for Community Center and proposed residential development. Image credit: HGA Architects and Engineers.
ARCADIA AVE
EDEN AVE
City of Edina Grandview District Transportation Study 33 Focus Areas3
The Transportation Study anticipates rebuilding Arcadia Avenue
in the Short Term from the frontage road access south to Eden
Avenue as part of the construction of a redevelopment project
on the former Public Works site (Figures 3.7 and 3.8). In that
stretch, Arcadia would have one 10’ travel lane in each direction
with separated bike lanes and sidewalks on both sides of the
street (See Figures 3.9 and 3.11). Reconstruction would also
“square” the intersection of Arcadia and Eden to be more legi-
ble. Together, these changes would support the vehicular traffic
needing to access parking as part of the redevelopment, as well
as deliveries and other heavier traffic, while supporting bike and
pedestrian connectivity along Arcadia.
In the longer term, Arcadia Avenue north of the frontage road
intersection would be the first leg of a “four-legged” shared
street (Figure 3.9 and 3.10), at its intersection with a new east-
west connection through the District. A shared street allows
for the movement of vehicles, but importantly encouraging pe-
destrian movement and offering opportunities for public gath-
erings (Figures 3.12 and 3.13). This shared street intersection
would form a new, pedestrian-oriented core for the commercial
zone at the center of the Grandview District. The important
bike facilities to the north and south are strengthened in the
shared street section because they take precedence over auto
traffic and support increased visibility and use.
The new east-west connector street that forms the other part
of that shared street intersection, will be built on the north
side of the former Public Works site, crossing over the railroad
tracks, providing a critical link between Vernon Avenue on the
west (just south of the Walgreen’s site) and the new frontage
road on the west side of Highway 100. Over time, this Study
anticipates the properties along the north side of this street
to redevelop with buildings facing the street. In the short term,
public concerns about traffic and parking related to existing
businesses may require a regulatory response and approach to
existing shared parking facilities.
The new east-west connector street will be built at an elevation
Figure 3.7 Arcadia Avenue steeply rising on right, adjacent to the former Public Works site.
34 Focus Areas
3
B
EDEN A
V
E
Figure 3.8 Approximate location of future Community Center entrance,
on right.
Jerry’s
Parking Ramp
ARCADIA AVEHWY 100VERNON AVEFormer Public Works
Redevelopment Site
C
that matches the current elevation of Arcadia Avenue and the
upper entrance to the public parking ramp behind Jerry’s office
building. The lower level entrance to the public ramp will need
to be blocked off, with a new lower level entrance planned from
the south side along Brookside Avenue (see the School District
Site + New Ramp focus area section for more information).
Figure 3.9 Plan of the new proposed Community Center and redevelopment on the former Public Works site, with a shared street along Arcadia Avenue
and the new east/west pedestrian and vehicular connection north of the site; 1” = 200’.
City of Edina Grandview District Transportation Study 35 Focus Areas3
Figure 3.10 Section B: Shared Street on Arcadia Avenue.
Figure 3.11 Section C: Street Section for southern end of Arcadia Avenue.
Figure 3.12 Example of a shared street. Photo credit: http://nacto.org/
publication/urban-street-design-guide/streets/commercial-shared-street/
Figure 3.13 Example of a shared street. Photo credit: https://voakl.
net/2013/11/21/fort-street-transformation/
36 Focus Areas
3
Figure 3.14 Plan of a new district parking network around and behind
Jerry’s; 1” = 200’.
EDEN
A
V
EVERNON AVE52ND ST
200 PARKING
SPACES
(188 EXISTING)
Jerry’s
New Development
276 EXISTING
PUBLIC PARK-
ING SPACES
229 NEW PUBLIC
PARKING SPACES
3 – School Bus Site + New Ramp
As mentioned in the Arcadia focus area section, the new east-
west connector street on the north side of the former Public
Works site will be built at an elevation that matches the cur-
rent elevation of Arcadia Avenue and the upper entrance to the
public parking ramp behind Jerry’s office building (Figure 3.16).
This allows enough clearance to cross the railroad right-of-way
(ROW), but eliminates the ability to access the lower level en-
trance to the public ramp.
The proposed solution to access the lower level of the public
ramp is part of a circulation and parking strategy which will
create a continuous loop from the south side of Jerry’s along
the new 52nd Street connection, across the top level of a new
parking ramp on the north side of the School District prop-
erty (Figure 3.14 to Figure 3.16). That drive then continues at
an upper level above Brookside Avenue directly into the lower
level of the existing public parking ramp. A new speed ramp
above the loading area between Jerry’s and the public ramp will
provide a more direct connection between the two ramp levels,
allowing vehicles to circulate continuously from the new east-
west connector street to the new 52nd Street elevations.
The topography on the School Bus site drops enough to allow a
lower level exit from the new parking structure onto Brookside
Avenue with direct access to Eden Avenue (Figure 3.16). All of
the existing truck access to Jerry’s loading docks and the City
water treatment plant remain in place under the new second
level circulation route. Currently, there is a conflict between
some of the large pipes and ducts under the ramp and the ma-
neuvering space for large trucks, but early investigations suggest
that those conflicts can be resolved.
This parking and circulation strategy places a significant number
of parking spots (276 existing / 229 additional / 505 total public
parking spaces) in close proximity to Jerry’s businesses and to
future development opportunities. It might also serve to relieve
pressure from transit and employee parking for existing nearby
businesses. This solution will require the cooperation and ded-
ication of some property from the City, the School District (or
its potential future owner), and Jerry’s Enterprises, but will be
a net gain for all three parties in terms of efficient use of land
to gain significant parking and circulation improvements. For
example, the School District property could potentially have
a much higher development density with this shared parking
strategy than it could ever achieve on one stand-alone parcel.BROOKSIDE RAILROAD
City of Edina Grandview District Transportation Study 37 Focus Areas3
Figure 3.15 3D model of district parking ramp south and east of Jerry’s.
Figure 3.16 3D model of district parking ramp south and east of Jerry’s.
Jerry’s
New Development
(Potential for vertical expansion)
EDEN A
V
E
EDEN AVE
VERNON A
V
E
BROOK
S
I
D
E
R
A
I
L
R
O
A
D
Jerry’s
Municipal Ramp
New Development
(Potential for vertical expansion)
To Jerry’s Parkin
g
L
o
t
To Lower Lev
e
l
P
a
r
k
i
n
g
To Mun
i
c
i
p
a
l
R
a
m
p
To Transit
C
e
nt
er
Senior Center and Library, when coupled with the other im-
provements on that site described in Section 7 of this chapter.
In addition, a pedestrian connection from the second story of
the School District site, over the railroad to the redeveloped
Public Works site, would allow complete connectivity for users
of the redeveloped sites, commuters, and other residents and
customers. This might also offer some relief for parking at the
38 Focus Areas
3
4 – Vernon Avenue & W. 50th Street
Figure 3.17 Plan of a reconfigured Vernon Avenue; 1” = 200’.
D
E Jerry’s
VERNON AVETravel along Vernon Avenue varies, depending on your vantage
point. As the years have progressed, spot treatments to ad-
dress a variety of different issues have left travelers feeling that
the street, much like the District, has lost its character. The
pedestrian experience is marked by narrow or discontinuous
sidewalks and wide or difficult crossings. In addition, there are
fewer pedestrian crossing opportunities along Vernon Avenue,
which encourages unsafe jaywalking and discourages pedestri-
ans from taking otherwise short trips to shop for groceries at
Jerry’s or travel to bingo at the Senior Center. Though there are
bike lanes just south of the area, this route is unmarked with-
in the District, offering little connectivity or protection from
traffic. Depending on the time of day, motorists experience
comfortable, unimpeded travel (sometimes even excessively
fast) or slow-moving congestion. These variations can cause
challenging traffic patterns, particularly during peak times or at
turn locations.
In the Short Term, several improvements along Vernon, includ-
ing a new controlled intersection at Jerry’s with a pedestrian
crossing and elimination of the free-right turns at the High-
way 100 ramps, are considered Early Action Items because of
their impacts on pedestrian safety and connectivity. This study
doesn’t advocate for immediately striping a bike lane along Ver-
non because it would not adequately address safety issues and
therefore it is recommended to accelerate reconstruction rath-
er than create a temporary situation that encourages use that
can’t be safely accommodated.
The Grandview District Framework Plan contemplates a “com-
plete streets” treatment on Vernon Avenue, where all modes of
travel are safely accommodated along the roadway. In order to
accomplish this goal, the Framework envisioned a “road diet”
on Vernon Avenue, but was somewhat silent on the likely con-
figuration for narrowing the roadway. Traffic volumes vary along
the route, from under 15,000 vehicles/day southwest of Inter-
lachen to over 20,000 vehicles/day east of Interlachen, where it
transitions to 50th Street with highway-bound traffic. Nonethe-
less, these volumes can typically be accommodated in one lane
of travel, with special attention to peak-hour volumes and turn-
ing movements that might otherwise slow down through traffic,
hinder transit operations, or introduce conflicts with crossing
pedestrians or cyclists.
With this in mind, the Study Team developed two options that
convert the existing 4-lane cross section (2 lanes in each direc-
tion) to a 2-lane cross section with an alternating median (Fig-
ure 3.17). This is typically considered a 4-to-3 conversion, since
the median (Figure 3.18) can act as a two-way-left-turn-lane
where warranted (Figure 3.19). For areas west of Interlachen,
this configuration is adequate for the traffic volumes, and would
dramatically improve the experience of bikers and pedestrians,
however the public already perceives that traffic back-ups are
problematic in this area. Therefore, it is important that other
improvements of this study, such as intersection spacing and an
52ND ST
City of Edina Grandview District Transportation Study 39 Focus Areas3
Figure 3.18 Section D: Vernon Avenue with median.
Figure 3.19 Section E: Vernon Avenue without median.
interconnected network of streets, be implemented in step with
this change.
The median is configured with a surmountable curb, a strip of
concrete paving on both sides, no trees, and possibly a “grass-
pave” system so that emergency vehicles can use the median
to get around traffic if necessary. With heavier volumes east
of Interlachen, there would be a transition to 4 travel lanes ap-
proaching this intersection.
These cross sections show how the 4-to-3 conversion would
create space for a one-way separated bike lane in each direc-
tion, as well as additional sidewalk width for pedestrians. This
configuration of Vernon would also offer sufficient space for a
landscaped strip that would return some greenery to the cor-
ridor, provide some protection from the elements, and act as a
snow storage zone in winter months. This solution was favored
because it creates a separated bike facility and addresses snow
storage and other maintenance issues. This approach was fa-
vored by both stakeholders and city staff. The bike lane should
be differentiated from the sidewalk by material and signage de-
sign. Together all of these elements would improve pedestrian
and cyclist safety and comfort, maintain safe traffic operations
along Vernon, and provide opportunities for landscaping ele-
ments that would make Vernon a more comfortable, inviting
place to traverse and visit.
These changes would likely require a combination of detailed
engineering and design, permitting, restriping, and the construc-
tion of medians, raised bike lanes, and curbs. It will also require
coordination with agency partners, including Hennepin County.
Analysis of the complete streets reconfiguration of Vernon Ave-
nue is included in the Mid Term Changes scenario (5-15 years).
40 Focus Areas
3
Figure 3.20 Section F: Vernon Avenue/50th Street, 5-lane configuration.
New Development
VERN
O
N
A
V
E
/
5
0
T
H
S
T
R
E
E
T
HIGHWAY 100F
Figure 3.21 Plan of Vernon Avenue/50th Street reconfiguration; 1” = 200’.
We anticipate that it could occur on the earlier end of that
timeline, if not sooner. This element of the Framework Plan
also continues the existing bike lanes south of Sherwood/53rd
Street north to Interlachen, and sets the stage for further con-
tinuity along 50th Street in the Long Term.
East of Interlachen, traffic volumes require five traffic lanes
— two through-lanes in each direction and a center turn lane
which can also be utilized as a median (Figure 3.20 and Figure
3.21). This expanded section is shown in the Long Term scenar-
io, since it requires replacing the existing bridge with a wider
one. The wider bridge will accommodate the desired bike and
pedestrian connections, complementing the pedestrian/bike
bridge and Eden Avenue connections to create a complete net-
work. The area around City Hall is also reconfigured to support
more regular intersection spacing and multi-modal connections.
The new on-ramps are described in Section 8 of this chapter
and the pedestrian bridge that forms a spine to the building’s
front door is described in Section 9.
City of Edina Grandview District Transportation Study 41 Focus Areas3
5 – Interlachen Boulevard
The Interlachen Boulevard intersection serves as the primary
access to the Grandview District and Highway 100 for residents
of Hilldale, Highlands, and other neighborhoods to the west.
This one lane road in each direction with bike lanes, widens to
two lanes and a turn lane at the intersection with Vernon Ave-
nue (Figure 3.23 and Figure 3.24). It is the only marked crossing
for pedestrians for several blocks, and acts as a connection for
cyclists, despite the lack of bike lanes to receive them once they
cross to Gus Young or turn along Vernon Avenue / 50th Street.
In recent months and years, the City has made ongoing im-
provements to Interlachen, including extending the bike lanes
and sidewalk treatment to the edge of the intersection (Figure
3.22). The intersection at Interlachen Boulevard and Vernon
Avenue/50th Street carries the highest traffic volumes in the
district, save for the Highway 100 interchanges. Modest changes
in signal timing and access to Gus Young, coupled with improve-
ments at nearby intersections, can help manage traffic flow or
at least reduce the frustration that some drivers feel as they
traverse the Interlachen intersection. As the District grows, it
may be tempting to reconstruct this intersection entirely—a
substantial investment in budget, time, and impact—however
the team first sought to understand how this intersection is
used and how traffic patterns flow to and through the District
via Interlachen.
Traffic flow at Interlachen can be improved by noting the origins
and ultimate destination of travelers in the area. Improvements
Figure 3.22 Plan of Vernon Avenue and Interlachen Boulevard intersection,
showing redeveloped parcels on the northwest and northeast corners; 1”
= 200’.New DevelopmentVERNON AVEIN
T
E
R
L
A
CH
EN
B
L
VD
BROOKS
I
D
E
A
V
E
Figure 3.23 Intersection of Vernon Avenue and Interlachen Boulevard,
looking north.
Figure 3.24 Bike facilities on Interlachen Boulevard are not clearly
marked.
42 Focus Areas
3
that will benefit this intersection include:
• Retiming the signal at Interlachen to shift more green time
to movements between Interlachen and 50th Street. Im-
plementing the complete streets project on Vernon will
help in this regard, as it will shorten the crossing distance,
returning valuable seconds to other necessary movements.
Analysis of this intervention is included in the early action
items and Short Term Changes scenario.
• Creating a new signal at Jerry’s, with a dedicated signal
phase and turn pocket. This will encourage southbound
left-turning vehicles to use that new intersection, rather
than slowing down through-traffic waiting behind them,
creating queues at the Interlachen intersection. Analysis of
this improvement is included in the early action items and
Short Term Changes scenario.
• Reopening additional routes (52nd St), and improving the
operations of their intersection with Vernon (53rd St).
Lack of alternate access/egress for neighborhoods west of
Vernon forces drivers to use Interlachen in greater num-
bers than they might otherwise do. Analysis of this im-
provement is included in the Mid Term Changes scenario.
• New crossings and bicycle facilities along Vernon (Figure
3.25 and Figure 3.26). Lack of pedestrian access across Ver-
non, and bicycle access along it, forces shoppers to drive to
locations like Jerry’s, Starbucks, etc. Providing alternatives
to driving to nearby locations will help encourage some
travelers to leave their cars behind when they can. Analysis
of this improvement is included in Mid Term Changes.
The changes at Interlachen should be seen as a suite of interven-
tions. No single intervention will create a substantial improve-
ment in intersection operations for this location by itself; this
is a case where the whole is greater than the sum of its parts.
Separately these changes have a small, though contributing im-
pact on the function of this intersection. When all of these
interventions are implemented, the synergy created would be
substantial enough that it could likely delay reconstruction of
the intersection by many years, if not decades, depending on
the pace of development and the neighborhood’s tolerance of
the trade offs. Reconstruction of the Interlachen/50th/Vernon
intersection, for example, would be a costly endeavor lasting
Figure 3.25 Example of a pedestrian-friendly crosswalk. Photo credit: Carl
Sundstrom.
Figure 3.26 Example of a pedestrian-friendly crosswalk. Photo credit:
NACTO.
City of Edina Grandview District Transportation Study 43 Focus Areas3
many months or more, and may not be necessary as these other
improvements are pursued.
Over time, however, it may become necessary to consider re-
construction of the intersection at Interlachen/50th/Vernon.
Development beyond the District may impact traffic patterns
in this area, or land uses on the existing corner parcels may
change in the future. At present, Interlachen Boulevard widens
at the intersection, in order to accommodate a turn lane in the
eastbound direction. If the intersection were reconstructed to
alleviate future congestion, the greatest need is likely an addi-
tional left-turn lane, allowing two dedicated left-turn lanes.
However, the project must also consider how and where to
transition to the typical one-lane cross section going north
along Interlachen. Moreover, such an investment should also
consider the need for wider, more comfortable bike lanes and
improved pedestrian connections. The combination of all these
factors could add 28 feet or more to the right of way for a turn
lane (10’), bike lanes (6’ each), plus additional sidewalk space and
landscaping (and additional 6’ or more). The right of way is not
sufficient to accommodate additional lanes without acquiring
additional land from neighboring parcels on either the south or
north side of Interlachen.
Rather than initiating such a change, reconstruction might in-
stead be timed with any potential plans for redevelopment of
parcels at this intersection, if pursued. This study also contem-
plated the possibility of a roundabout for this intersection, but
given the existing and projected traffic volumes, the roundabout
size would be disruptive to both the scale of the district to the
connectivity goals for pedestrian and bicycle facilities.
Additional improvements in the vicinity of this intersection in-
clude:
• Short Term: Rationalizing access to customer parking for
Walgreen’s/Edina Liquor. This can be accomplished through
delineators on Gus Young Lane that restrict left turns into
and out of the parking area. This will reinforce right-in/
right-out movements, reduce queuing, and further encour-
age use of other intersections. This intervention could also
be implemented as an early action item if there is a desire
to do so.
• Long Term: Redevelopment of the corner parcel (existing
Edina Liquor and Walgreen’s building). The Framework Plan
contemplates a new street grid in the District, with a new
street from Vernon Avenue to Arcadia Avenue between the
existing Jerry’s and Walgreen’s parcels. Unfortunately, the
physical space is not quite wide enough to accommodate a
typical, vehicular street. Redeveloping this parcel, when the
time is right, would create an opportunity to establish in-
ternal circulation connected to existing streets. This would
also enable more active frontage on Vernon, which is a core
principle of good urban design and a strong pedestrian en-
vironment.
44 Focus Areas
3
H
6 – Eden Avenue
As one of the primary corridors connecting Grandview to the
surrounding neighborhoods, Eden Avenue plays a significant role
in the overall transportation network in Edina.
Currently, the design of Eden Avenue prioritizes motorized ve-
hicle movement; there are no bicycle facilities and the corridor
has limited sidewalk space (Figure 3.27 and Figure 3.28). In ad-
dition, there are several intersections that are uncomfortable
for people to cross by foot due to high speeds of turning ve-
hicles and faded or unmarked crosswalks. The crossing shown
in Figure 3.28 requires people walking or biking to navigate
multiple lanes of high-speed traffic entering the Highway 100
southbound ramp.
As shown in Figure 3.27, the existing condition under the rail-
road bridge is not pedestrian-friendly. Figure 3.31 shows a
proposed cross-section of Eden Avenue that includes space for
people walking, bicycling, and driving. People on bikes riding
Figure 3.28 Existing pedestrian crossing at Eden Avenue and the
southbound Highway 100 entrance ramp.
Figure 3.29 Proposed plan of Eden Avenue; 1” = 200’.
EDEN AV
E HWY 100ARCADIA AVEHWY 100SB ENTRY
RAMPHWY 100 NB EXIT RAMP / NEW FRONTAGE RDWILSON RDGRANGE RDNEW FRONTAGE RDG
Figure 3.27 There is a complete lack of pedestrian facilities on the north
side of Eden Avenue, looking east toward railroad bridge.
Former
Public Works
Redevelopment
Site
City of Edina Grandview District Transportation Study 45 Focus Areas3
Figure 3.30 Section G -- Existing: Eden Avenue cross-section under the railroad bridge.
Figure 3.31 Section G -- Proposed: Roadway design on Eden Avenue, shown at the most constricted location under the railroad bridge.
Figure 3.32 Section H: Proposed Eden Avenue bridge over Highway 100, with added space for bicyclists and pedestrians.
46 Focus Areas
3
Figure 3.33 Example of a multi-use path. Photo credit: http://www.
aviewfromthecyclepath.com/
Figure 3.34 Example of a multi-use path. Photo credit: https://commons.
wikimedia.org/wiki/File:Queens_Quay,_Toronto,_bikeway.jpg
in either direction would have low-stress, dedicated on-street
space, separated from moving vehicle traffic by a physical barrier.
The goal here is to provide a facility that would feel comfortable
for people of all ages and abilities. Bike facilities on Eden serve a
different purpose from Vernon, which is more oriented towards
the commuter biker. The center lane of traffic—currently used
for turning movements—is eliminated based on low traffic vol-
umes and turning movements.
An alternative design for Eden includes a shared-use path on the
south side of the street. Sidewalk development on the north
side of Eden is recommended as properties, such as the School
District’s bus site and the former Public Works site, are rede-
veloped. There has also been discussion about a roundabout at
Arcadia and Eden but during this process a controlled intersec-
tion was favored in order to better meet the needs of all modes
of transportation.
Further east from the intersection of Eden and the Highway 100
entrance ramp, right-of-way is restricted on the bridge passing
over the highway. The bridge deck has limited space for mo-
torists and bicycles to share and no horizontal buffer between
pedestrians and moving traffic. A shared-use path is proposed
as a retrofit to the existing bridge, which would create dedicat-
ed space for non-motorized modes (Figure 3.32 to Figure 3.34).
When the bridge is eventually entirely reconstructed, bike and
pedestrian facilities should be fully integrated into its structure.
It is also anticipated that by that time, the pedestrian bridge
over Highway 100 between Vernon and Eden would be com-
plete, thus creating an interconnected network serving different
and mutually-supportive transportation goals.
The intersection of Eden Avenue and Highway 100 will be
reconstructed over time as highway access is reconfigured
throughout the entire study area. As shown in Figure 3.29, re-
designed access to and from Highway 100 is proposed to in-
crease safety and legibility for all users; this is discussed further
in Section 8 (Highway Access). Like all the projects in this study,
the reconstruction of Eden requires further design, engineering,
and public process before implementation.
City of Edina Grandview District Transportation Study 47 Focus Areas3
7 – Grandview Neighborhood
Figure 3.35 Plan of 53rd Street, Vernon Avenue and Eden Avenue, showing
access to the residential neighborhood to the south; 1” = 200’.
Library
EDEN
A
V
E
VERNON AVEGRANDVIEW SQ
SHERWOOD RD53R
D
S
T
In this focus area, the realignment of Eden Avenue and the ad-
dition of a controlled intersection at 53rd Street provide an
opportunity to space intersections more logically along Vernon
Avenue. It also creates an opportunity for a more appealing and
safe bus stop location on Vernon with a strong pedestrian and
visual connection to the Library/Senior Center building.
A new controlled intersection at 53rd Street would allow safer
and easier access to the single-family residential neighborhood
to the south via Sherwood Road, by car, by bike, and on foot.
This intersection also allows residents from the west of Vernon
Avenue to access the library more easily and safely by any mode.
Neighbors can also drive through the Grandview Square area to
access Eden Avenue.
With Eden Avenue shifted slightly to the north, the properties
on either side can function much better, with more logical par-
cel size, access, and parking configurations. It is important, how-
ever, that those parking areas do not simply become another
sea of asphalt parking along Vernon Avenue. For instance, the
new library parking area nearer to Vernon could be a convert-
ible plaza area that can be opened for parking only as needed
(Figure 3.36 and Figure 3.37). In addition, a strong new pedes-
trian connection from Vernon to the library’s front door gives
Residential
Neighborhood GRANDVIEW SQFigure 3.36 Example of a parking lot that can be utilized as flex-space
for daily activities and seasonal special events. Photo credit: Close
Landscape Architecture photo archive.
Figure 3.37 Example of a parking lot that can support multi-layered
infrastructure and public green space including stormwater filtration,
district heating/cooling, and urban food production. Photo credit: Close
Landscape Architecture photo archive.
this civic building an “address” on Vernon, as noted in the earlier
work of the Framework planning process. Parking in this area
can be time-limited as well, to prioritize its use for library and
senior center visitors rather than commuters. This might be
considered as new municipal ramps or shared parking solutions
are implemented around the District. Like other projects in this
study, this plan will require the cooperation of multiple land-
owners and entities, especially the gas station owners, City, and
County.
48 Focus Areas
3
8 – Highway Access
Highway 100 plays a significant role in the Grandview District
providing access to and from regional routes by intersecting
with 50th Street and Eden Avenue in a combined diamond/
cloverleaf intersection configuration. In order for the devel-
opment of the District to be fully implemented, access to and
from Highway 100 remains an important element of the trans-
portation system, but it is also acknowledged that the existing
interchange severely limits pedestrian and bicycle connections
on either side of the Highway (Figure 3.38).
The proposed reconfiguration of the Highway 100 interchange
at both 50th Street and Eden Avenue would facilitate enhanced
pedestrian and bicycle access while increasing safety as well as
enabling developable parcels adjacent to the highway.
Figure 3.39 shows the proposed west side configuration at both
50th Street and Eden Avenue. At 50th Street the signalized in-
tersection with Highway 100 remains with the addition of a
southbound right turn lane which replaces the free-right turn
ramp that forces pedestrians and bicyclists to cross wide ramps
with fast-moving vehicles. The eastbound free right turn lane
to the southbound frontage is also removed to be replaced by
a shared through/right-turn lane. The removal of these “free”
right turn movements enables a continuous sidewalk with cross-
walks to be implemented on both the north and south sides of
50th Street. A new intersection at Eden Avenue is created with
the frontage road meeting Eden Avenue at grade at a signalized
intersection. The existing southbound ramp from Eden Avenue
which currently merges with the frontage road ramp is replaced
by a single ramp to remove the merging area that is an exist-
ing safety concern. The new west side frontage road provides
opportunities for not only vehicular access to the Grandview
District and Highway 100 but also for an enhanced multi-modal
experience with sidewalks and bicycle facilities.
On the east side of Highway 100 (Figure 3.39), the cloverleaf
ramps are removed to enable development parcels to be creat-
ed adjacent to the Highway with access provided by a frontage
road mimicking the configuration on the west side. Access to
northbound Highway 100 from 50th Street is provided from
both eastbound and westbound 50th Street at a signalized in-
tersection which enables the intersection footprint to be nar-
rowed from the existing ramps with associated safety improve-
ments for pedestrians and bicyclists. Access from northbound
Highway 100 is enabled by a reconfigured ramp at Eden Ave-
nue leading to the frontage road which also provides access to
Grange Avenue and City Hall. These changes were analyzed for
their traffic impacts on local streets, as described in Chapter 4.
The changes on the east side of Highway 100 would require
the relocation of the historic structures in Frank Tupa Park.
Those structures are not at their historic location and a sep-
arate process was already underway to determine if a more
historically suitable and publicly accessible location is available.
Reconstructing the ramps does not necessitate the elimination
of the park itself, which could be reconfigured to complement
the pedestrian bridge over Highway 100 and connectivity to the
campus of City Hall.
Figure 3.38 Existing redundant ramps and under-utilized space on east
side of Highway 100.
City of Edina Grandview District Transportation Study 49 Focus Areas3
Figure 3.39 Plan of the new ramp configuration on the west and east sides of Highway 100, showing the integration of the ramp system with the
District road network, servicing new developable parcels; 1” = 200’.GRANGE AVENew Development
VERNON
A
V
E
/
5
0
T
H
S
T
R
E
E
T
HIGHWAY 100NEW FRONTAGE ROADNew Development
New Development
EDEN
A
V
ENEW FRONTAGE ROADARCADIA AVENew Development
New Development
New DevelopmentNew Development
New Development
New
Development
Former
Public Works
Redevelopment
Site
50 Focus Areas
3
9 – Highway 100 Ped/Bike Bridge
Figure 3.40 Plan of a pedestrian/bike bridge over Highway 100, between
Vernon and Eden Avenues; 1” = 200’.
Pedestrian and Bike Bridge
EDEN
A
VE
VERNON AVE
50TH
S
T
With the goal of celebrating more non-motorized transporta-
tion users in the Grandview area, convenient connections for
people walking and biking across Highway 100 are important for
the District and the City of Edina as a whole.
Currently, travel in the Grandview District by bike or foot re-
quires the use of Vernon Avenue/50th Street or Eden Avenue.
While there are plans to make walking and biking more com-
fortable on these corridors, both would require substantial in-
vestments to either retrofit or replace the current bridges over
Highway 100.
A bridge in the center of the study area for the exclusive use of
non-motorized traffic would connect Edina City Hall with the
central commercial area around Jerry’s Foods. As development
continues on the land between Jerry’s and City Hall, this bicycle
and pedestrian connection will further enhance the walking and
biking network in the District. It is likely that this is in lieu of
a complete “Grandview Green” as envisioned in the Far Term
scenario in Chapter 2.
Figure 3.40 shows the proposed location for the non-motorized
bridge over Highway 100 connecting the east and west sides of
the study area. The span would provide a direct connection for
those traveling on foot or by bike within the District.
Figure 3.41 Panoramic view of the proposed pedestrian and bike bridge area, looking east. Vernon Avenue is on the left, and Eden Avenue is on the
right.
City of Edina Grandview District Transportation Study 51 Focus Areas3
Figure 3.42 Example of a pedestrian/bike bridge. Photo credit: https://
www.pittsburghglasscenter.org/pages/eastside-pedestrian-bridge
Figure 3.43 Example of a pedestrian/bike bridge. Photo credit: http://
progressiveengineer.blogspot.com/2012/08/a-visit-to-worlds-longest-
pedestrian.html
Figure 3.41 shows the existing space the bridge would occupy,
looking east over Highway 100.
The bridge itself would serve as a place for people within the
District—more than simply an accommodation for crossing the
highway. The bridge would provide a connection between the
east and west portions of the Grandview area, but it would also
serve as a community asset: a platform for resting, socializing, or
enjoying the view. A combination of human-scaled design fea-
tures, which may include lighting and public art, is recommended
for this bridge. It is important to note that the width of the
bridge is intended to be the same width—at a minimum—as
the curb-to-curb width of the adjoining street (Figure 3.42 to
Figure 3.45).
Figure 3.44 Example of a pedestrian/bike bridge. Photo credit: http://
www.gcpvd.org/2015/06/22/news-on-the-providence-river-pedestrian-
bridge/
Figure 3.45 Example of a pedestrian/bike bridge. Photo credit: http://
melsnaps.blogspot.com/2012/11/yarra-bridges.html
52 Focus Areas
3
10 – Transit Center
Existing Location with Improvements
The Grandview District is currently served by a number of local
and express bus routes. These routes provide access to and
from neighborhoods in Edina, as well as commute, school, and
leisure destinations in St. Louis Park and Minneapolis. Most bus-
es circulate through the District and layover at the existing stop
on Vernon Avenue at Eden Avenue, however riders have noted
that there are few amenities at this location. In addition, the
discontinuous sidewalks, unmarked crosswalks, and uninviting
walk environment make it difficult for pedestrians to access the
stops on Vernon (Figure 3.46).
Complete streets treatments along Vernon Ave will begin to
address some of these issues, by shortening crossing distances
and adding more opportunities to cross Vernon. In addition,
this Plan recommends transit amenities at the stop, including a
heated shelter, real-time information when available, and other
transit improvements (Figure 3.47). Most of these improve-
ments are included in the Short Term Changes scenario.
Proposed Location(s) adjacent to Rail Line
Currently, there is no passenger rail serving the Grandview Dis-
trict. However, there is community interest in high capacity
north-south transit, which could perhaps be installed within the
existing freight rail line. Implementing passenger rail service
would require upgrades within the corridor, requiring time for
planning, funding, and construction of improvements to the line.
More recently, it has also been suggested that Bus Rapid Transit
(BRT) might be installed along Highway 100, much like BRT and
Express services in Minneapolis along Interstate 35W. In either
case, the Framework Plan contemplates access improvements
that would welcome or even encourage the location of high
capacity transit within the District.
The Study Team evaluated locations for a transit center within
the District, considering transit operations, access to the sta-
tion, and proximity to the existing rail line. The Framework Plan
contemplates a transit center on Eden Avenue, just opposite the
existing freight rail line. Described below are options for a tran-
sit hub, including supportive parking policy to support access to
bus and rail services that would serve such a facility.
Figure 3.46 Existing transit facilities on Vernon Avenue by the Super
America north of Link Road.
Figure 3.47 Diagram of proposed improvements to the transit system in
the Short Term; 1” = 200’.VERNON AVEEDEN AVE
LIN
K
R
D
GRANDVIEW SQ53RD ST
Improved Bus
Turn-Around
Improved
Transit Stop
Library
City of Edina Grandview District Transportation Study 53 Focus Areas3
The preferred transit location (Option B) would be on the
north side of Eden Avenue, within the former Public Works site
(Figure 3.48). This location would enable direct connections for
feeder services to high capacity transit as well as access for pe-
destrians and cyclists making use of the new connections along
Eden and incorporated into a new railway pedestrian crossing,
linking the 505 public parking spaces west of the tracks with
the transit hub and vice versa. Park and ride facilities could be
shared or incorporated into a new garage facility contemplat-
ed for the former Public Works site, or could utilize the newly
created parking ramp directly behind Jerry’s grocery store (east
side), as described in Section 3 of this chapter. The pedestrian
crossing over the railroad tracks could eventually become a rail
platform for future rail transit. This location would also benefit
bus operations, providing ready access to a pull-in or layover
location on Eden and allowing vehicles to continue traveling
routes to and from Highway 100 and Edina neighborhoods.
Option A, at the northern edge of the former Public Works
site, would also offer connections to park and ride facilities, as
well as pedestrians and cyclists within the District. Given the
topography of the area, a direct, at grade connection could be
negotiated for pedestrian access across the rail line. While this
location is central to the District, it would require both drivers
and, more importantly, transit vehicles to travel along Arcadia
Avenue and potentially Gus Young Lane to access the transit
center. This may impact the character of these streets, as well
as transit operations and travel times.
Establishing a more robust transit center within the District is
included in the Long Term Changes scenario, since it would like-
ly coincide with implementation of a high-capacity transit line.
Figure 3.48 Plan of a pedestrian/bike bridge over Highway 100, between
Vernon and Eden Avenues; 1” = 200’.
B
EDEN A
V
E ARCADIA AVENew Development
GUS YOUNG LN
Jerry’s
Parking
Ramp
New Parking
Ramp
Ped Crossing
A
Option B provides the most flexibility for coordination with
land use developments, access to high capacity transit routes in
the form of both rail and bus, and ongoing transit operations.
However, as development of the former Public Works site pro-
gresses, as well as analysis of long term high capacity transit op-
tions, it may become necessary to contemplate other locations.
Former
Public Works
Redevelopment
Site
54 Focus Areas
3
11 – Our Lady of Grace
Figure 3.49 Existing northern entrance/exit to OLG off of Eden Avenue,
showing a completely uncontrolled intersection condition and oversized
vehicular facilities for average traffic needs.
Former
Public Works
Redevelopment
Site
EDEN A
V
E
OLG
During the process of this study, representatives from OLG
described their current and planned operations and those as-
sumptions were factored into the overall approach and analysis
for the District. We do not anticipate significant changes to
the Our Lady of Grace (OLG) property during the short term.
Currently, the Edina School District does utilize the OLG park-
ing lot for staging buses in the mornings and it is likely that will
change as the School District relocates its facility to the Cahill
Industrial Park area of Edina. This will result in less bus traffic on
and around the OLG property, alleviating some morning con-
gestion on Eden Avenue.
The biggest change for OLG will come in the mid-term with
the redesign of Eden Avenue. It is anticipated that the entrance
drive from OLG to Eden Avenue (Figure 3.49) will be reconfig-
ured as a “right-in, right-out” intersection to alleviate site line
problems from the railroad crossing to the west and to encour-
age the use of the controlled intersections at Arcadia Avenue
and the new north-south road west of Highway 100 (Figure
3.50). For purposes of the traffic analysis, this study did contem-
plate the possibility of the redevelopment of a small portion of
the campus, as described in Chapter 4, although this is not in
OLG’s current plans.
Figure 3.50 Plan of a right-in, right-out condition at the north entrance of
OLG, to control traffic during peak hours; 1” = 200’. RAILROADARCADIA AVEBROOKSIDE AVE
City of Edina Grandview District Transportation Study 55 Focus Areas3
12 – Beyond Study Area
Grandview does not exist in isolation, of course. Its importance
as a commercial and business node directly reflects the availabil-
ity of both historic and current access from Highway 100 and
Vernon Avenue/50th Street. Therefore, it is not surprising that
there are several possible improvements that were noted that
are outside the boundaries of this project. In particular, two
nearby areas were noted by residents or staff as being critically
important to the function of Grandview (Figure 3.51).
First, the next exit off Highway 100 to the south of Grandview,
Benton Avenue, currently operates as a difficult on-off pair of
four-way stop signs on either side of the highway. Upgrading
this area to controlled (signalized) intersections would increase
their capacity and perception of safety for both vehicular and
non-motorized traffic. This would help relieve pressure on the
exit at Grandview and improve traffic flow on Highway 100.
Second, the intersection of Brookside Road and Interlachen
Boulevard north of Vernon Avenue currently experiences con-
gestion as it acts as a link to the neighborhoods to the north.
In part, this could be resolved through the proposed improve-
ments to the intersection of Interlachen and Vernon, but in the
Long Term, this intersection is likely to require additional study
and reconfiguration.
There are likely to be other improvements needed outside of
the district that will support the goals within it. As Highway
100 evolves, transit access increases, or changes happen in the
surrounding areas, Grandview will also see change and improve-
ment.
Figure 3.51 Benton Avenue and Highway 100 intersection and Brookside
Avenue locations, relative to Transportation Study area and ; 1” = 1200’.
EDEN
A
V
EVERNON AVE50TH
S
T
HIGHWAY 100BENTON AVE BROOKSIDE AVEINTERLACHEN BLVD
Controlled
Intersection
Upgrade
GRANDVIEW DISTRICT
STUDY AREA
CHAPTER
Assumptions
Existing Conditions
Short Term Changes
Mid Term Changes
Long Term Changes
Transportation Analysis
4
Figure 4.1 Midday weekday traffic on Highway 100. Photo Credit: Colin Harris, Alta Planning and Design.
58 Traffic Modeling
4
Assumptions
Transportation Analysis Context
Based on the transportation principles and priorities identified
through the study process, three scenarios for changes to the
transportation network through and around the Grandview
District were evaluated. This was intended to be a conservative
analysis and therefore even though substantial improvements
are suggested for the pedestrian, bicycle, and transit systems, it
was assumed that this did not reduce auto travel.
Traffic Evaluation Assumptions
The following outlines the assumptions included for evaluating
changes to transportation operations within the Grandview
District based on current and variations for future conditions.
Traffic Data
• All traffic data counts included: vehicles, heavy vehicles, pe-
destrians, and bicycles
• New traffic data counts were not undertaken for this evalu-
ation. The Study Team utilized existing counts and available
data from the City of Edina and MnDOT, because nothing
has significantly changed in this area since the last set of
data was collected in 2013.
Synchro Modeling
The following settings and assumptions were used for traffic
evaluation using Synchro Version 9:
• For future analysis, the peak hour factor was set in Synchro
as per the existing intersection approaches for all future
scenarios.
• Synchro enables multiple signal timing optimizations; for
existing conditions, signal timings were provided by the
City. For future scenarios, signal timings were optimized
as appropriate and will be field adjusted by the City upon
build out.
• For the area in and around the Grandview District, the
“CBD area type” for “central business district” was not
deemed appropriate under existing or future scenarios.
• Pedestrian and bicycle volumes from the traffic counts
were included as “conflicting pedestrians/bicycles” volumes
in the model.
• Traffic volumes entering the study area were based on ex-
isting counts for future scenarios
• The baseline Synchro model was provided by the City.
• Future scenarios used Synchro’s Traffic Impact Analysis
module to generate routes in and out of proposed develop-
ments and calculate for Trip Assignments and Distributions.
Trip Generation
• Each of the parcels (that had potential for change) was
assigned a land-use composed primarily of either hous-
ing (apartments) or office. For parcels that were assigned
mixed uses it was assumed that any existing trips to those
parcels would attribute for the associated retail element of
the future use.
• For retail and office uses a square footage (retail) or num-
ber of employees (office) was associated for each parcel. A
50 employee/acre and 30 dwelling units/acre were deemed
appropriate for the short-term scenario with retail uses
based on a simple SF/acre calculation.
• Institute of Transportation Engineers Trip Generation Man-
ual (9th Edition) trips rates were calculated for each poten-
tial parcel yield in the AM and PM peak hour. The Short-
Term scenario (30DU/Acre) was the base scenario with
the 60 & 120 DU/Acre scenarios being multiples of that.
• Trips were assigned to the network based on the existing
trip patterns within the Synchro model.
• In the case of the former Public Works site assumptions
were made for the mixed-use development of the site in-
City of Edina Grandview District Transportation Study 59 Traffic Modeling4
corporating residential and community space. The com-
munity uses of the site have yet to be confirmed so ge-
neric community center trip rates were assumed based on
approximately 60,000 gsf. The traffic study performed in
August, 2015 by WSB & Associates, Inc included a detailed
site-specific analysis based upon a final build-out in 2035, or
approximately the Long Term scenario of this study.
• Through the outreach and stakeholder discussions, of this
study, Our Lady of Grace Catholic School was reviewed for
it’s potential for change in the Short, Mid and Long-Term,
despite it being located outside of the study boundaries.
At this time it was decided that the potential for change
was limited except for the two vacant parcels near Eden
Avenue. These two parcels were projected to be housing in
the short- and mid-term scenarios in order to fit with our
highest foreseeable traffic demand approach.
Data Collection: Vehicle, Pedestrian, and Bicycle
Counts
The transportation modeling included analysis of eight inter-
sections, primarily those on the major roadway thoroughfares
within the District as they have the greatest potential to be
changed due to street and transit modifications. The intersec-
tion of Eden/Wilson/Grange was not evaluated because existing
data was not available, and performance is likely to be similar to
nearby intersections, but further evaluation will be required as
improvements are implemented.
Existing data counts were utilized from prior City of Edina
studies and current MnDOT projects. The following conditions
were recorded during the AM and PM peak periods:
• Vehicles volumes and turn movements;
• Vehicle classification;
• Pedestrian and bicycle volumes; and
• Determination of the peak hour and average daily volumes.
Evaluated Intersections
A. 50th Street at southbound Highway 100
B. Vernon Avenue / 50th Street at Interlachen Boulevard
C. Vernon Avenue at Jerry’s Site Access
D. Vernon Avenue at Eden Avenue
E. Eden Avenue at Sherwood Road
F. Eden Avenue at Arcadia Avenue / Normandale Avenue
G. 50th Street at Grange Road
Figure 4.2 Intersections included in the traffic modeling analysis.
A
B
C
D
E
F
G
H
60 Traffic Modeling
4
* LONG TERM ANALYSIS RESULTS NOT SHOWN BECAUSE THEY EXCEED THE DETAILED MODELING TIME HORIZON.
Figure 4.3 Summary of traffic modeling analyses throughout the project timeframe for development for the Grandview District.
Introduction to findings
The analysis described in this chapter is intended to explore im-
provements to every mode of transportation in the Grandview
District. The table below describes the metrics used to make this
analysis and to balance the experience of different users. However,
we know that many people primarily recognize the performance of
a transportation system from the point of view of how long they sit
in their car at an intersection. In order to understand those experi-
ences in a larger context, the table represents average vehicle delay
across the network in terms of seconds. We can see that the
proposed improvements, even at our “highest foreseeable den-
sity” assumptions, dramatically improve the safety and access
of all other modes, while resulting in relatively few additional
seconds of delay for automobile traffic. Even without additional
density, the proposed improvements act as a partial antidote to
additional traffic that will occur regardless of whether redevel-
opment occurs within the District, as a result of the consistent
rise of background levels of traffic. This helps explain why our
Existing
Conditions
Short Term
(30 units/ac)
Mid Term
(60 units/ac)
Long Term
(120 units/ac)
Vehicle Trips
• AM
• PM
4048
4197
+10%
+17%
+20%
+34%
+40%
+68%
Average Auto Delay
• AM
• PM
42 secs
86 secs
41 secs
114 secs
82 secs
107 secs
Average Auto Speed
• AM
• PM
15 mph
11 mph
13 mph
8 mph
10 mph
9 mph
Pedestrian Connectiv-
ity*
(% sidewalks continuous)
v 25%66%100%
Crossing Experience*
(% crosswalks marked)19%38%91%100%
Bicycle Connectivity
(% routes continuous)0%0%66%100%
Access to Transit
Access to Parking
City of Edina Grandview District Transportation Study 61 Traffic Modeling4
overall finding is that the transportation network as a whole is
improving even though there is some additional delay for autos.
In the more detailed analysis of each intersection in the various
timeframes, the basis for the performance of the auto-related
portions of the analysis is Level of Service (LOS). It is therefore
important to understand that LOS is based on time spent at an
intersection, not queuing time and it is aggregated for a time pe-
riod. Further, the average vehicle delay for the district summary
is the delay experienced through the entire network by each
vehicle (i.e., all the intersections combined), but there is not
really an industry standard for network delay.
In reviewing this analysis and determining whether the trade-
offs described above are acceptable, it is also important to re-
iterate that improvements described in later timeframes could
be implemented earlier, relative to redevelopment projects, and
therefore improve the LOS sooner. However, this timing must
be balanced against the costs and inconveniences related to ac-
celerated construction activity.
Figure 4.4 Currently, the transportation network does not serve all modes in a balanced way, such as at the intersection of Interlachen Boulevard at
Vernon Avenue
62 Traffic Modeling
4
Existing Conditions
Utilizing the traffic count data, the existing signal timing data,
and the modeling assumptions, a Synchro model was developed
for existing conditions of the study area. The Synchro results
for the existing conditions are shown in Figure 4.6.
The key indicator used to analyze the road network is Level of
Service (LOS). The analysis also enabled review of queue lengths
and volume to capacity ratios. Under existing conditions, drivers
around Grandview currently experience minimal delays with
some exceptions at the intersection of Vernon Avenue / Inter-
lachen Boulevard in both the AM and PM peak periods (Figure
4.7).
Under existing conditions, other key indicators include the av-
erage vehicle speed and average vehicle delay throughout the
network, as well as a multi-modal analysis, such as crosswalk
experience and bicycle connectivity (Figure 4.5).
Figure 4.5 Existing Conditions Average Vehicle Speeds, Delays, and Multi-
modal Analysis
District Summary AM Peak Hour PM Peak Hour
Average Vehicle Speed 15 mph 11 mph
Average Vehicle Delay 42 secs 86 secs
Crossing Experience (% of
crosswalks marked)19%
Pedestrian Connectivity (%
sidewalks continuous)25%
Bicycle Connectivity (%
routes continuous)0%
1” = 100’
City Hall
VERNON AVEHIGHWAY 100GRANGEARCADIAGRANDVIEW SQUARE
SHERWOOD53RD ST
52ND ST
IN
T
E
R
L
ACH
EN
Jerry’s
50TH ST
Former Public Work
Redevelopment SiteEnhanced Bus
Connection
City of Edina Grandview District Transportation Study 63 Traffic Modeling4
Existing Short-Term Mid-Term
50th@ SB 100
Vernon/50th@ Interlachen
Vernon @ Jerry’s
Vernon @ Eden
Eden @ Sherwood
Eden @ Arcadia/Normandale
50th@ Grange
Grange @ NB 100
Vernon @ 53rd/Grandview
Frontage Rd @ SB 100
50th@ NB 100
A
B
CD
EF
ampm
Key
Existing Short-Term Mid-Term50th@ SB 100Vernon/50th@ InterlachenVernon @ Jerry’sVernon @ EdenEden @ SherwoodEden @ Arcadia/Normandale50th@ GrangeGrange @ NB 100Vernon @ 53rd/GrandviewFrontage Rd @ SB 10050th@ NB 100ABCDEFampmKeyExisting Short-Term Mid-Term
50th@ SB 100
Vernon/50th @ Interlachen
Vernon @ Jerry’s
Vernon @ Eden
Eden @ Sherwood
Eden @ Arcadia/Normandale
50th@ Grange
Grange @ NB 100
Vernon @ 53
rd/Grandview
Frontage Rd @ SB 100
50th@ NB 100
A
B
C
D
EF
ampm
Key
Existing Short-Term Mid-Term
50th @ SB 100
Vernon/50th@ Interlachen
Vernon @ Jerry’s
Vernon @ Eden
Eden @ Sherwood
Eden @ Arcadia/Normandale
50th @ Grange
Grange @ NB 100
Vernon @ 53
rd/Grandview
Frontage Rd @ SB 100
50th @ NB 100
AB
C
D
E
F
ampm
Key
Existing Short-Term Mid-Term
50th@ SB 100
Vernon/50th @ Interlachen
Vernon @ Jerry’s
Vernon @ Eden
Eden @ Sherwood
Eden @ Arcadia/Normandale
50th@ Grange
Grange @ NB 100
Vernon @ 53
rd/Grandview
Frontage Rd @ SB 100
50th@ NB 100
AB
CD
E
F
ampm
Key
Existing Short-Term Mid-Term
50th @ SB 100
Vernon/50th @ Interlachen
Vernon @ Jerry’s
Vernon @ Eden
Eden @ Sherwood
Eden @ Arcadia/Normandale
50th @ Grange
Grange @ NB 100
Vernon @ 53rd/Grandview
Frontage Rd @ SB 100
50th @ NB 100
A
B
CD
EF
ampm
Key
Existing Short-Term Mid-Term
50th @ SB 100
Vernon/50th@ Interlachen
Vernon @ Jerry’s
Vernon @ Eden
Eden @ Sherwood
Eden @ Arcadia/Normandale
50th @ Grange
Grange @ NB 100
Vernon @ 53
rd/Grandview
Frontage Rd @ SB 100
50th @ NB 100
AB
CD
E
F
ampm
Key
Existing Short-Term Mid-Term
50th@ SB 100
Vernon/50th @ Interlachen
Vernon @ Jerry’s
Vernon @ Eden
Eden @ Sherwood
Eden @ Arcadia/Normandale
50th@ Grange
Grange @ NB 100
Vernon @ 53rd/Grandview
Frontage Rd @ SB 100
50th@ NB 100
A
B
CD
EF
ampm
Key
Figure 4.7 Diagram of wait-times for traffic flow through district for the current Existing Condition of the transportation network. Level of Service
delays are shown for signalized intersections. A “D” Level of Service is typically considered acceptable in an urban condition like the Grandview District.
LEVEL OF SERVICE
(delay in seconds)
0-10
10-20
20-35
35-55
55-80
80+
Existing Short-Term Mid-Term
50th @ SB 100
Vernon/50th @ Interlachen
Vernon @ Jerry’s
Vernon @ Eden
Eden @ Sherwood
Eden @ Arcadia/Normandale
50th @ Grange
Grange @ NB 100
Vernon @ 53
rd/Grandview
Frontage Rd @ SB 100
50th @ NB 100
A
B
C
D
E
F
am
pm
Key
Intersection Intersection LOS
(AM)
Average Signal Delay
(Seconds; AM)
Intersection LOS
(PM)
Average Signal Delay
(Seconds; PM)
50th Street at southbound
Highway 100 off-ramp B 17 B 19
Vernon Avenue / 50th Street
at Interlachen Boulevard C 28.5 D 53.7
Vernon Avenue at Jerry’s Site
Access A 1.3 C 22
Vernon Avenue at Eden
Avenue B 13 B 12.4
Eden Avenue at Sherwood
Road A 2.9 A 2.7
Eden Avenue at Arcadia Ave-
nue / Normandale Avenue B 12.3 C 24.4
50th Street at Grange Road B 13 C 22.9
Grange Road at northbound
Highway 100 off-ramp A 8.7 A 8.9
Figure 4.6 Existing Conditions Level of Service and Delay
64 Traffic Modeling
4
Short Term Changes
To assess future conditions within the Grandview study area
under the Short-Term scenario, the Synchro model was mod-
ified to reflect the proposed changes with the District (Figure
4.10). Under the short-term scenario, it was assumed that
there would be growth within the District on parcels deemed
to have potential to change as outlined in Chapter 4, Section
1, Assumptions, at a rate of 30 dwelling units per acre as the
highest foreseeable density. These development parcels would
lead to a growth of 416 AM peak hour vehicle trips and 723 PM
peak hour vehicle trips, a 10% and 17% in overall vehicle growth
respectively (Figure 4.8).
Traffic volumes were assigned to the network utilizing the Syn-
chro Traffic Impact Analysis module enabling trips to be distrib-
uted using future patterns based on changes in roadway con-
nections and volumes (Figure 4.9).
Under the short-term scenario, drivers around Grandview
would experience additional delays related to the increase
in development and associated vehicle trips. Within this time
frame, many of the proposed transportation changes would
include traffic signal and access modifications including an in-
crease in multimodal connectivity leading to better crosswalk
experiences.
Figure 4.8 Existing Conditions Average Vehicle Speeds, Delays, and Multi-
modal Analysis
District Summary AM Peak Hour PM Peak Hour
Average Vehicle Speed 13 mph 8 mph
Average Vehicle Delay 41 secs 114 secs
Crossing Experience (% of
crosswalks marked)38%
Pedestrian Connectivity (%
sidewalks continuous)25%
Bicycle Connectivity (%
routes continuous)0%
50th
1” = 100’
City Hall
VERNON AVEHIGHWAY 100GRANGEARCADIAGRANDVIEW SQUARE
SHERWOOD53RD ST
52ND ST
IN
T
E
R
L
ACH
EN
Jerry’s
50TH ST
Former Public Work
Redevelopment SiteEnhanced Bus
Connection
City of Edina Grandview District Transportation Study 65 Traffic Modeling4
Existing Short-Term Mid-Term
50th @ SB 100
Vernon/50th @ Interlachen
Vernon @ Jerry’s
Vernon @ Eden
Eden @ Sherwood
Eden @ Arcadia/Normandale
50th @ Grange
Grange @ NB 100
Vernon @ 53
rd/Grandview
Frontage Rd @ SB 100
50th @ NB 100
AB
C
D
E
F
ampm
KeyExisting Short-Term Mid-Term
50th @ SB 100
Vernon/50th@ Interlachen
Vernon @ Jerry’s
Vernon @ Eden
Eden @ Sherwood
Eden @ Arcadia/Normandale
50th @ Grange
Grange @ NB 100
Vernon @ 53
rd/Grandview
Frontage Rd @ SB 100
50th @ NB 100
A
B
C
D
EF
am
pm
Key
Existing Short-Term Mid-Term
50th@ SB 100
Vernon/50th@ Interlachen
Vernon @ Jerry’s
Vernon @ Eden
Eden @ Sherwood
Eden @ Arcadia/Normandale
50th@ Grange
Grange @ NB 100
Vernon @ 53
rd/Grandview
Frontage Rd @ SB 100
50th@ NB 100
AB
CD
E
F
ampm
Key
Existing Short-Term Mid-Term
50th @ SB 100
Vernon/50th @ Interlachen
Vernon @ Jerry’s
Vernon @ Eden
Eden @ Sherwood
Eden @ Arcadia/Normandale
50th @ Grange
Grange @ NB 100
Vernon @ 53rd/Grandview
Frontage Rd @ SB 100
50th @ NB 100
AB
CD
EF
ampm
Key
Existing Short-Term Mid-Term
50th@ SB 100
Vernon/50th@ Interlachen
Vernon @ Jerry’s
Vernon @ Eden
Eden @ Sherwood
Eden @ Arcadia/Normandale
50th@ Grange
Grange @ NB 100
Vernon @ 53rd/Grandview
Frontage Rd @ SB 100
50th@ NB 100
AB
CD
EF
ampm
Key
Existing Short-Term Mid-Term
50th @ SB 100
Vernon/50th @ Interlachen
Vernon @ Jerry’s
Vernon @ Eden
Eden @ Sherwood
Eden @ Arcadia/Normandale
50th @ Grange
Grange @ NB 100
Vernon @ 53
rd/Grandview
Frontage Rd @ SB 100
50th @ NB 100
A
B
CD
EF
ampm
Key
Existing Short-Term Mid-Term
50th @ SB 100
Vernon/50th @ Interlachen
Vernon @ Jerry’s
Vernon @ Eden
Eden @ Sherwood
Eden @ Arcadia/Normandale
50th @ Grange
Grange @ NB 100
Vernon @ 53rd/Grandview
Frontage Rd @ SB 100
50th @ NB 100
AB
CD
EF
ampm
Key
Existing Short-Term Mid-Term
50th@ SB 100
Vernon/50th@ Interlachen
Vernon @ Jerry’s
Vernon @ Eden
Eden @ Sherwood
Eden @ Arcadia/Normandale
50th@ Grange
Grange @ NB 100
Vernon @ 53rd/Grandview
Frontage Rd @ SB 100
50th@ NB 100
AB
CD
EF
ampm
Key
Figure 4.9 Diagram of wait-time impacts to traffic flow through district intersections in the Short Term Changes scheme. Level of Service delays are
shown for signalized intersections. A “D” Level of Service is typically considered acceptable in an urban condition like the Grandview District.
LEVEL OF SERVICE
(delay in seconds)
0-10
10-20
20-35
35-55
55-80
80+
Existing Short-Term Mid-Term
50th @ SB 100
Vernon/50th @ Interlachen
Vernon @ Jerry’s
Vernon @ Eden
Eden @ Sherwood
Eden @ Arcadia/Normandale
50th @ Grange
Grange @ NB 100
Vernon @ 53
rd/Grandview
Frontage Rd @ SB 100
50th @ NB 100
A
B
C
D
E
F
am
pm
Key
Intersection Intersection LOS
(AM)
Average Signal Delay
(Seconds; AM)
Intersection LOS
(PM)
Average Signal Delay
(Seconds; PM)
50th Street at southbound
Highway 100 off-ramp B 16.8 C 22.5
Vernon Avenue / 50th Street
at Interlachen Boulevard C 30.4 F 80.8
Vernon Avenue at Jerry’s Site
Access A 4.2 B 12.5
Vernon Avenue at Eden
Avenue B 17.1 B 19.4
Eden Avenue at Sherwood
Road A 3.1 A 3.6
Eden Avenue at Arcadia Ave-
nue / Normandale Avenue C 18.2 E 44
50th Street at Grange Road B 11.9 D 40.2
Grange Road at northbound
Highway 100 off-ramp A 8.6 A 8.9
Figure 4.10 Short Term Conditions Level of Service and Delay
66 Traffic Modeling
4
Figure 4.11 Existing Conditions Average Vehicle Speeds, Delays, and Multi-
modal Analysis
District Summary AM Peak Hour PM Peak Hour
Average Vehicle Speed 11 mph 9 mph
Average Vehicle Delay 82 secs 107 secs
Crossing Experience (% of
crosswalks marked)91%
Pedestrian Connectivity (%
sidewalks continuous)66%
Bicycle Connectivity (%
routes continuous)66%
Mid Term Changes
As per the Short-Term scenario, to assess future conditions
within the Grandview study area under the Mid-Term scenario,
the Synchro model was modified to reflect the proposed chang-
es with the District (Figure 4.13). Under the mid-term scenario,
it was assumed that there would be growth within the District
on parcels deemed to have potential to change as outlined in
Chapter 4, Section 1, Assumptions, at a rate of 60 dwelling units
per acre as the highest foreseeable density. These development
parcels would lead to a growth of 832 AM peak hour vehicle
trips and 1446 PM peak hour vehicle trips, a 20% and 34% in
overall vehicle growth respectively.
Traffic volumes were assigned to the network utilizing the Syn-
chro Traffic Impact Analysis module enabling trips to be distrib-
uted using future patterns based on changes in roadway con-
nections and volumes.
The mid-term scenario incorporates major roadway and net-
work connectivity enhancements. As shown in Figure 4.11, the
AM peak hour would experience slightly more vehicle delay
than in the short-term scenario, but the PM peak hour would
be able to offset the trip increases due to the changes in the
network, resulting in a slight decrease in overall delay.
With the mid-term scenario spanning the 5-15 year time frame,
significant improvements to the multi-modal network would
enable the percentage of crosswalks marked to approach 100%
and over two-thirds of the sidewalks and bicycle routes would
be connected within the District (Figure 4.12).
1” = 100’
City Hall
VERNON AVEHIGHWAY 100GRANGEARCADIAGRANDVIEW SQUARE
SHERWOOD53RD ST
52ND ST
IN
T
E
R
L
ACH
EN
Jerry’s
50TH ST
Former Public Work
Redevelopment SiteEnhanced Bus
Connection
City of Edina Grandview District Transportation Study 67 Traffic Modeling4
Existing Short-Term Mid-Term
50th@ SB 100
Vernon/50th @ Interlachen
Vernon @ Jerry’s
Vernon @ Eden
Eden @ Sherwood
Eden @ Arcadia/Normandale
50th@ Grange
Grange @ NB 100
Vernon @ 53
rd/Grandview
Frontage Rd @ SB 100
50th@ NB 100
AB
CD
E
F
ampm
KeyExisting Short-Term Mid-Term
50th@ SB 100
Vernon/50th @ Interlachen
Vernon @ Jerry’s
Vernon @ Eden
Eden @ Sherwood
Eden @ Arcadia/Normandale
50th@ Grange
Grange @ NB 100
Vernon @ 53
rd/Grandview
Frontage Rd @ SB 100
50th@ NB 100
AB
C
D
E
F
ampm
Key
Existing Short-Term Mid-Term
50th @ SB 100
Vernon/50th @ Interlachen
Vernon @ Jerry’s
Vernon @ Eden
Eden @ Sherwood
Eden @ Arcadia/Normandale
50th @ Grange
Grange @ NB 100
Vernon @ 53
rd/Grandview
Frontage Rd @ SB 100
50th @ NB 100
AB
CD
E
F
ampm
Key
Existing Short-Term Mid-Term
50th@ SB 100
Vernon/50th@ Interlachen
Vernon @ Jerry’s
Vernon @ Eden
Eden @ Sherwood
Eden @ Arcadia/Normandale
50th@ Grange
Grange @ NB 100
Vernon @ 53rd/Grandview
Frontage Rd @ SB 100
50th@ NB 100
A
B
CD
EF
ampm
Key
Existing Short-Term Mid-Term
50th @ SB 100
Vernon/50th @ Interlachen
Vernon @ Jerry’s
Vernon @ Eden
Eden @ Sherwood
Eden @ Arcadia/Normandale
50th @ Grange
Grange @ NB 100
Vernon @ 53
rd/Grandview
Frontage Rd @ SB 100
50th @ NB 100
AB
CD
E
F
ampm
Key
Existing Short-Term Mid-Term
50th@ SB 100
Vernon/50th@ Interlachen
Vernon @ Jerry’s
Vernon @ Eden
Eden @ Sherwood
Eden @ Arcadia/Normandale
50th@ Grange
Grange @ NB 100
Vernon @ 53rd/Grandview
Frontage Rd @ SB 100
50th@ NB 100
A
B
CD
EF
ampm
Key
Existing Short-Term Mid-Term
50th@ SB 100
Vernon/50th @ Interlachen
Vernon @ Jerry’s
Vernon @ Eden
Eden @ Sherwood
Eden @ Arcadia/Normandale
50th@ Grange
Grange @ NB 100
Vernon @ 53
rd/Grandview
Frontage Rd @ SB 100
50th@ NB 100
AB
CD
EF
ampm
Key
Existing Short-Term Mid-Term
50th@ SB 100
Vernon/50th@ Interlachen
Vernon @ Jerry’s
Vernon @ Eden
Eden @ Sherwood
Eden @ Arcadia/Normandale
50th@ Grange
Grange @ NB 100
Vernon @ 53
rd/Grandview
Frontage Rd @ SB 100
50th@ NB 100
AB
CD
E
F
ampm
Key
Existing Short-Term Mid-Term
50th @ SB 100
Vernon/50th @ Interlachen
Vernon @ Jerry’s
Vernon @ Eden
Eden @ Sherwood
Eden @ Arcadia/Normandale
50th @ Grange
Grange @ NB 100
Vernon @ 53rd/Grandview
Frontage Rd @ SB 100
50th @ NB 100
A
B
C
D
EF
am
pm
Key
Figure 4.12 Diagram of wait-time impacts to traffic flow through district intersections in the Mid Term Changes scheme. Level of Service delays are
shown for signalized intersections. A “D” Level of Service is typically considered acceptable in an urban condition like the Grandview District.
LEVEL OF SERVICE
(delay in seconds)
0-10
10-20
20-35
35-55
55-80
80+
Existing Short-Term Mid-Term
50th @ SB 100
Vernon/50th @ Interlachen
Vernon @ Jerry’s
Vernon @ Eden
Eden @ Sherwood
Eden @ Arcadia/Normandale
50th @ Grange
Grange @ NB 100
Vernon @ 53
rd/Grandview
Frontage Rd @ SB 100
50th @ NB 100
A
B
C
D
E
F
am
pm
Key
Intersection Intersection LOS
(AM)
Average Signal Delay
(Seconds; AM)
Intersection LOS
(PM)
Average Signal Delay
(Seconds; PM)
50th Street at southbound
Highway 100 off-ramp D 39.4 C 22.4
Vernon Avenue / 50th Street
at Interlachen Boulevard D 53.8 E 77.2
Vernon Avenue at Jerry’s Site
Access A 6.7 B 11.4
Vernon Avenue at Eden
Avenue C 21.1 C 27.7
Eden Avenue at Sherwood
Road A 2.9 A 4.9
Eden Avenue at Arcadia Ave-
nue / Normandale Avenue B 11.8 C 28.3
50th Street at Grange Road B 11.6 C 28.9
Vernon Avenue at 53rd Street
/ Grandview Avenue A 5.3 B 10.1
Frontage Road (West) at
southbound Hwy 100 ramp C 27.3 D 47.4
Grange Road at northbound
Highway 100 off-ramp A 6.6 B 15.5
Figure 4.13 Mid Term Conditions Level of Service and Delay
68 Traffic Modeling
4
Long and Far Term Changes
The Long Term scenario and solutions are planned for the 15-
30 year timeframe, which is based upon recommendations that
would dramatically change the district both in terms of its over-
all transportation system and land-use development patterns.
In this regard, the evaluation of the transportation system is
beyond the horizon of the current modeling effort. As such, the
Synchro model was not developed for the long-term scenario
and will be further evaluated as the District grows in the coming
years to account for increased pedestrian and bicycles trips, en-
hanced transit services and a decrease in dependency on single
occupancy vehicle trips.
The transportation system would, however, include a fully com-
pleted multi-modal network enabling connections throughout
the District, to premium transit and the multi-modal bridge
across Highway 100 (Figure 4.3).
It is important to note that the highest foreseeable densities
in the Long Term do require substantial investment in multiple
modes of transportation in order to avoid high level of delay
and safety impacts. As stated in Chapter 2, the results of this
study suggest that at its highest densities, as shown in the Far
Term Plan, a high-capacity transit service would likely be re-
quired. Further, for all the timeframes and densities shown, it is
clear that prioritizing a sustainable transportation network that
supports multiple modes will require trade-offs and investment.
The community, land owners, and the City will have to work
closely together to achieve those objectives.
City of Edina Grandview District Transportation Study 69 Traffic Modeling4
Figure 4.14 Traffic crossing the existing freight railroad tracks.