HomeMy WebLinkAboutComprehensive Plan 1999City of Edina
Comprehensive
Plan
COMMUNITY
DEMOGRAPHIC
BACKGROUND
COMMUNITY DEMOGRAPHIC BACKGROUND
This chapter addresses population, household and economic trends for the
City of Edina providing a profile of the community and description of the
City's demographic history. Most of the data is derived from the 1990
Census, with future estimates provided by the Metropolitan Council. The
following tables outline the growth experienced by the City and point
toward future trends that may materialize over the plan period.
Population
The following population growth table demonstrates that Edina's greatest
growth decades were during the 1950's and 1960's. Population growth
slowed considerably between 1970-1990. Population growth has slightly
risen during the 1990's and is projected to continue to increase at a low
rate.
POPULATION
YEAR POPULATION CHANGE
1940 5,855
1950 11,443 + 5,589 95.0%
1960 28,501 +17,058 149.0%
1970 44,046 +15,545 54.5%
1980 46,073 + 2,073 4.6%
1990 46,070 -3
1997 47,113 + 1,043 2.2%
Average annual growth rate:
1980-1990: 0.2%
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Community Demographic Background
1990-1997: 0.3%
Source: U.S. Census and Metropolitan Council.
Projected Population
The following table illustrates the forecasted population to the year 2020.
Edina's projected population growth rate indicates an increase in no more
than a 1000 additional residents within the 10 year span, with slightly less
than 400 additional residents estimated on the low end for a decade of
growth. The average annual growth rate for the next twenty years is
expected to be less than 1%.
PROJECTED POPULATION
YEAR. POPULATION CHANGE
1997 47,119
2000 47,500 +387 .8%
2010 48,500 +1,000 2.8%
2020 49,000 +500 1.0%
Average annual growth rate:
1997-2020 : 0.2%
Source: Metropolitan Council
Households/Persons Per Household
The following table shows that the number of households has steadily
increased since the 1950's while the number of persons per household has
steadily decreased during the same time frame. The largest decade of
growth in number of added households was between 1950-1960, with
slower growth rates since 1960.
Page 3
Community Demographic Background
HOUSEHOLDS
YEAR HOUSE PERSONS PER INCREASE %
HOLDS HOUSEHOLD
1950 3,289 3.48
1960 8,314 3.66 +5,025 152.0%
1970 13,002 3.39 +4,688 56.0%.
1980 17,961 2.57 +4,959 38.0%
1990 19,860 2.32 1,899 10.5%
1997 20,866 2.26 +1,006 5.0%
Average annual increase :
1970-1990: 2.1%
1990-1997: 0.7%
Source: U.S. Census and Metropolitan Council.
The following table based upon Metropolitan Council estimates indicates
that the number of projected households will increase slightly over the next
twenty years.
PROJECTED HOUSEHOLDS
YEAR HOUSEHOLDS INCREASE
1997 20,866
2000 21,000 +134 .6%
2010 21,300 +300 1.4%
2020 21,500 . +200 .9%
Source: Metropolitan Council.
The following table establishes that Edina's average household size or the
number of persons per household has declined significantly service 1950,
and has now stabilized at about 2.3 persons per household. House size in
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Community Demographic Background
Edina will remain lower then the balance of the County during the planning
period.
AVERAGE HOUSEHOLD SIZE
PERSONS PER HOUSEHOLD
YEAR EDINA HENNEPIN
COUNTY
1950 3.48
1960 3.66
1970 3.39 3.10
1980 2.57 2.58
1990 2.32 2.41
1997 2.26 2.33
Source: Metropolitan Council.
The following table of projected average household size indicates that
according to the Metropolitan Council the number of persons per
household in the next twenty years will increase only slightly from the mid
1990 average.
PROJECTED AVERAGE HOUSEHOLD SIZE
YEAR
PERSONS PER
HOUSEHOLD
1997 2.26
2000 2.26
2010 2.28
2020 2.28
Source: Metropolitan Council
Employment
Page 5
Community Demographic Background
The following table indicates the number of people employed within the
municipal boundaries of Edina. Between 1970-1980, the City experienced
the most dramatic growth in employment. As of 1997, the number of
persons within the City limits exceeds the total residential population of the
City.
EMPLOYMENT
YEAR NUMBER EMPLOYED CHANGE
1970 22,060
1980 36,061 +14,000 63%
1990 44,534 +8,473 23%
1997 52,819 +8,385 18.6%
Average annual growth:
1970-1990: 3.6%
1990-1997: 2.5%
Source: Metropolitan Council
Future employment projections are illustrated on the following table and
estimate a steady increase in employment opportunities over the next
twenty years
EMPLOYMENT PROJECTIONS
YEAR # EMPLOYED INCREASE
1997 52,819
2000 56,000 +3,181 6%
2010 58,500 +2,500 4.4%
2020 60,000 +1,500 2.5%
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Community Demographic Background
Average annual growth:
1990-2020: .6%
Source: Metropolitan Council.
Population By Age Distribution
The latest census information indicates that the number of children under
17 years of age and the number of seniors over 65 are each approximately
20% of the over-all population. The largest 5 year age group consist of the
40-45 year old residents.
1990
AGE DISTRIBUTION
NUMBER % OF
AGE OF PEOPLE POPULATION
Under 17 yrs 9,191 20.0%
Between 18-64 yrs 27,493 59.7%
Over 65 9,386 20.4%
Source: Metropolitan Council, South Hennepin Regional Planning Agency.
The following table describing population by age distribution over the last
4 decades indicate that age composition has changed dramatically since
1960. In 1960 there were many more young children and fewer seniors.
Since 1960 the number of small children dipped to a low in 1980 and has
been rebounding upward since. The senior population has steadily
increased over the decades with most increases occurring in the 75 + age
group. The median age in 1990 was 42.3.
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Community Demographic Background
POPULATION BY AGE
DISTRIBUTION
AGE 1960 1970 1980 1990
0-4 3,043 2,878 1,619 2,475
5-9 3,740 4,553 2,403 2,722
10-14 3,338 5,532 3,793 2,493
15-19 1,968 4,483 4,335 2,321
20-24 811 1,841 2,796 2,148
25-29 991 1,967 2,470 2,565
30-34 1,824 2,308 2,896 2,948
35-39 2,594 2,862 2,945 3,584
40-44 2,371 3,405 3,015 3,793
45-49 1,936 3,591 3,210 3,062
50-54 1,684 2,891 3,589 2,826
55-59 1,399 2,307 3,512 2,823
60-64 1,132 1,820 2,272 2,924
65-69 756 1,312 2,102 2,801
70-74 467 915 1,724 2,347
75-79 246 647 1,316 1,838
80-84 114 383 922 1,285
+85 87 216 627 1,115
Source: U.S. Census and the South Hennepin Regional Planning Agency.
LAND
USE
PLAN
LAND USE PLAN
METROPOLITAN CONTEXT
Edina is a fully developed first-ring suburb of Minneapolis, located
in the Minneapolis-St. Paul metropolitan area. The city is 16
square miles in area, and is bounded on the east by Minneapolis and
Richfield, on the south by Bloomington, on the west by Eden
Prairie, Minnetonka and Hopkins, and on the north by Hopkins and
St Louis Park. Less than one percent of the city remains open and
undeveloped. All of the city is within the MUSA ( Metropolitan
Urban Service Area) line, meaning all areas of the city are served by
public utilities and services.
The City of Edina is well served by the metropolitan highway and
sewer systems, and is within 6 miles of the metropolitan airport.
Regional highways bisect the city north to south, and east to west.
In addition the city is bounded on the west and south by regional
highways. Metropolitan investment in the highway and transit
systems during the plan period will have significant impacts on the
city's workforce and residents.
Edina developed as a residential suburb of Minneapolis. Today
Edina remains primarily residential both in terms of land area and
attitude. This Plan assumes that the quality of residential
neighborhoods will remain the city's principal focus.
Notwithstanding the residential bias, most growth will occur in the
day time workforce population during the plan period. The
residential population will only experience slight growth during the
same period.
The primary natural features influencing land use development
patterns in the city are its two creeks and five lakes. Approximately
two-thirds of the city is within the watershed of Nine Mile Creek.
Both the North Fork and the South Fork pass through the city. The
northeasterly third of the city drains to Minnehaha Creek. In
addition to the creeks, the five lakes provide attractive settings for
residential development.
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Land Use
SOIL CONDITIONS
Soil formations that overlay Edina and most of Hennepin County
were formed as recently as 10,000 years ago during the Holocene
period. As glacial formations retreated, they left a mixture of
stratified layers and unsorted sediments in their wake. Edina has
soil compositions from two types of deposits: Glacial Tills and Des
Moines Lobe and Grantsburg Sublobe Deposits.
Glacial Tills are primarily mixtures of sand and gravel, and
dominate the soils composition in central Edina. Loamy Till covers
a large area from Mirror Lake to Minnehaha Creek and south to
Lake Cornelia. Sandy Till is found in western Edina north of the
Crosstown highway.
Southwest Edina contains Des Moines Lobe and Grantsburg
Sublobe Deposits and is one of two areas in Edina where the soil
overlay is not till. Lacustrine Clay and Silt is found in southeastern
Edina.
(Source: Surficial Geology, Gary N. Meyers and Howard C.
Hubbs, 1989.)
LAND USE INVENTORY
The general pattern of land use within Edina has not significantly
changed since the first City-wide plan was adopted in 1981.
Residential use remains the dominate land use in the city. Land
used for residential purposes is actually up slightly from 1980.
Figure L-1 illustrates current land use by general category.
EXISTING LAND USE
LAND USE
ACREAGE
PERCENTAGE
RESIDENTIAL
6806 66.4%
COMMERCIAL
255 2.49%
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Land Use
OFFICE 174 1.69%
INDUSTRIAL 352 3.44%
MIXED USE 105 1.02%
PUBLIC 1800 17.57%
QUASI-PUBLIC 706 6.89%
VACANT 42 .41%
TOTAL 10240 100%
RESIDENTIAL
The dominate land use in the city continues to be residential.
Approximately 60 percent of land is devoted to residential use.
Residential land use comprises a total of 22,196 units as of 1998.
Single dwelling attached accounts for 12,675 units with the
remaining 8,861 units in multi-dwelling buildings. Recent growth in
residential land use has occurred mainly in multi-dwelling
developments. During the period between 1970 and 1998 the city
added 1,700 single dwelling units. During the same period 6,872
multi-dwelling units were added. During the planning period much
of the growth will continue in multi-family buildings.
Recently, the city has begun to experience the "tear down"
phenomenon is certain single dwelling neighborhoods. The practice
involves a buyer acquiring a house, moving or razing the house, and
constructing a new house. The new houses are almost always
significantly larger and more expensive than the house being razed,
as well most houses in the neighborhood. The practice was limited
primarily to the Rolling Green neighborhood in the late 1980's and
early 90's. However, recently the practice has spread to several
other neighborhoods with larger lots. This trend is expected to
continue during the planning period. This trend should have no
significant affect on land area devoted to residential use.
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Land Use
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COMMERCIAL
Edina defines commercial as lands used for retail sales and services.
Although, general office is allowed in properties zoned retail, it is
usually incidental to sales and service. Retail uses are divided
between the neighborhood, community and regional level. The
largest concentration of retail uses occur in the greater Southdale
regional shopping area. This area includes approximately 180 of the
224 acres devoted to retail use. The planning period should see no
significant increase of land used for retail use in any of the existing
commercial districts.
In addition to Southdale, the city contains two community level
commercial districts, and three neighborhood scale districts.
Community level districts include 50th and France and Grandview
Heights. The combined of the two districts is approximately 34
acres. Both areas are within existing Tax Increment Financing
Districts, and have experienced significant public and private
investment. The land area of the two districts is not expected to
grow during the planning period.
OFFICE
Office use includes hospitals, medical office and clinics, as well as
well as general office uses. Concentrations of office use occur in
the France and York Avenue corridors south of TH 62, near the
France and 494 interchange, the TH 169 corridor, and the Edina
Interchange area west of TH 100. Smaller concentrations of office
use occur in the 50th and France and Grandview commercial areas.
Additional office development is expected through in-fill and
redevelopment of sites within these existing areas of office use.
INDUSTRIAL
Industrial use includes warehousing, manufacturing, scientific
research, and health and fitness uses. Office use is also a permitted
principal use in industrial areas. Major concentrations of industrial
use include the Edina Interchange Center located west of TH 100
and south of West 70th Street, and the greater Pentagon Park area
located along 77th Street between TH 100 and France Avenue. The
planning period does not anticipate growth in land area guided for
industrial use.
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Land Use
MIXED USE
Mixed use includes residential, office and commercial developments
in close proximity to one another, without the typical separations
required by the zoning ordinance. Mixed developments occupy
large tracts subject to a master plan. The Edinborough and
Centennial Lakes developments are examples. In both cases public
park facilities provide a transition between uses otherwise
considered incompatible.
PUBLIC
Public uses include city owned, non-park properties, and county
libraries. This category includes properties used for general
government, fire, and public works facilities,
QUASI-PUBLIC
Quasi-public uses include public and private schools, religious
institutions, and private, or semi-private golf courses, and health
club facilities.
PLANNING PERIOD ISSUES AFFECTING LAND USE
EXTERNAL
• Pressure to provide affordable housing brought by state or regional
authority
• Roadway and interchange improvements necessary to support
increased traffic volumes
• New laws impacting lakes, streams and wetlands
• Possible introduction of mass-transit service
• Increasing numbers of state mandated residential programs locating in
neighborhoods resulting in conflicts
INTERNAL
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Land Use
• Demand for new single family lots, resulting in subdivision pressure
within existing neighborhoods
• Increased demand for leisure and recreational facilities resulting in
pressure on existing facilities and demand for new facilities
• Increasing non-residential redevelopment resulting increased
development intensity placing stress on public facilities needed to
support the new development
• Expansion of home occupations and tele-commuting possibly impacting
neighborhoods
AREA PLANS
The city has adopted several sub-area plans intended to guide
development and redevelopment within specific areas. These plans
are primarily focused on commercial nodes, and provide guidance
and a framework for public and private improvements which are
intended to strengthen the commercial core and protect surrounding
residential areas. The following plans are made part of the
Comprehensive Plan:
50TH AND FRANCE COMMERCIAL AREA PLAN
Adopted in 1975, the Plan provides a context for public and
private redevelopment within the plan area. Tax Increment
Financing has been used to improve traffic flow, provide
public parking, and to make other improvements within
public areas. Almost all private development and
redevelopment anticipated by the original plan has
occurred. In addition, the Redevelopment Plan was
modified in 1981 to encourage additional private
investment. The changes to the plan did produce additional
private redevelopment within the district. The HRA does
have a limited ability to add addition public parking, but
probably not enough to support unlimited development
under the current policy.
SOUTHEAST EDINA REDEVELOPMENT PLAN
Adopted in 1977, this plan provides an implementation
program designed to increase the supply of affordable
housing in the city. The plan area includes the Edinborough
and Centennial Lakes mixed use developments. The
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Land Use
planning period should see the completion of private
development at Centennial Lakes, the completion of public
park improvements.
GRANDVIEW AREA REDEVELOPMENT PLAN
Adopted in 1984, the Plan serves to guide public and
private redevelopment activities with the plan area. The
City's HRA has used Tax Increment Financing to provide
public parking, improve traffic flow and improve the
streetscape within this 60 acre area. TIF has also been used
to assist the development of affordable housing in the plan
area.
44TH AND FRANCE REDEVELOPMENT PLAN Adopted
in 1992, this plan is intended to guide redevelopment
activities in the plan area. Primary objectives include the
elimination of obsolete and incompatible uses, and the
provision of additional off-street parking. Since adoption of
the plan little private development or redevelopment has
occurred, and no public improvements anticipated by the
plan have been realized.
VALLEY VIEW AND WOODDALE DEVELOPMENT
PLAN Adopted in 1992, the plan encourages redevelopment
of incompatible and under-utilized properties. The plan also
seeks to improve the transition between commercial uses and
the surrounding residential areas. No public or private
redevelopment activities envisioned by the plan have
occurred.
70TH AND CAHILL DEVELOPMENT PLAN Adopted
in 1992, The plan seeks to strengthen and improve this
neighborhood commercial district, and to provide additional
housing. The housing development anticipated by the plan
has been fully developed. However, no improvements to
the commercial area have been made by private interests to
the commercial properties.
Page 8
POPULATION AND EMPLOYMENT 1970-1997
1970 1980 1990 1997
Population 44,046 46,073 46,070 47,113
Households 13,002 17,961 19,860 20,866
Employment 22,060 36,061 44,534 52,819
Source: Metropolitan Council, U.S. Census, and City of Edina
POPULATION, EMPLOYMENT AND HOUSEHOLD FORECASTS 1997-2020
1997 2000 2010 2020
Population 47,113 47,500 48,500 49,000
Households 20,866 21,000 21,300 21,500
Employment 52,819 56,000 58,500 60,000
Household
size
2.26 2.26 2.28 2.28
Source: Metropolitan Council
The population of Edina has been relatively stable since 1970,
growing a rate of less than 3 percent per year. Even though
household units have grown by about 50 percent since 1970, the
overall decline in household size has limited population growth.
During the plan period household size should stabilize, allowing for
a slight increase in population. The modest growth in households
results from the lack of vacant land. It, is expected, however, that
there will continue to be demand for new housing. Most new
housing will result from in-fill development and redevelopment.
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Land Use
The number of persons employed in the city grew by 139 percent
between 1970 and 1997. This strong growth should continue
through 2010, and then stabilize. Some of the growth will be
accommodated by new development along the TH 169 corridor.
The office development at Centennial Lakes should be completed
during the planning period. Much of the new growth will result
from redevelopment of underutilitzed sites.
GENERAL LAND USE: Goals, Objectives & Policies
GOAL: Maintain and preserve the City's single family
neighborhoods, while supporting a diversity of land uses
insuring the desirability of the City as a premier community in
which to live and work.
OBJECTIVE: Establish a land use guide plan and
regulations allowing for the orderly development and
redevelopment of lands within the City.
POLICIES:
Establish the following land use categories for the Land Use
Map:
Single Dwelling Residential. This designation is limited to single
dwelling detached development. Specific lot area requirements will
be determined by the Subdivision Ordinance. In some
circumstances a Planned Residence development, at a density
similar to the surrounding neighborhood maybe appropriate.
Low Density Attached Residential. This designation includes
two unit dwellings, townhouses, and other multiple dwelling
buildings, containing no more than four dwelling units per building
or structure. This designation is intended to provide a variety of
housing types in close proximity to single dwelling residential areas
and provide a transition between singles dwelling neighborhoods
and high volume roadways or more intense uses. Single Dwellings
should be considered to be compatible uses in such areas.
Medium Density Residential. This designation includes
townhouses, apartments and condominiums. Individual buildings
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Land Use
should be limited in height to three stories. Medium Density
Residential developments should be buffered from single dwelling
neighborhoods by natural features, open space corridors, lower
density uses, or extensive landscape plantings.
High Density Residential. This designation is limited to multi-unit
apartment and condominium buildings. Developments should be
relatively close to transit services, employment centers, and should
have access to collector or arterial roadways. Density and height
should be based on proximity to low density uses and level of
transit service.
Office. This designation includes business and professional offices,
medical offices and educational facilities. Retail commercial uses
may be appropriate accessory uses in larger buildings and
developments.
Commercial. This designation includes the retail sale of goods and
services activities in a neighborhood, community or regional
setting. Office uses are appropriate in these areas. Commercial
areas should have direct access to collector and arterial roadways.
Industrial. This designation includes warehousing, manufacturing,
processing, research and development activities. Office uses are
permitted as principal and accessory uses in industrial areas.
Mixed Use. This designation includes office, residential and
commercial uses. Horizontal and or vertical mixing of uses to
achieve an integrated development is anticipated by this
designation. Mixed use should occupy large tracts with good
access to public transportation.
Public. This designation includes parks and open space, public
schools, public buildings and other public lands.
Quasi-Public. This designation includes churches, synagogues,
temples, private schools, private golf courses, and cemeteries.
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Land Use
RESIDENTIAL OBJECTIVE AND POLICIES
OBJECTIVE : Protect and maintain the quality of single
dwelling neighborhoods while providing for life cycle housing
choice for all residents.
POLICIES:
Allow further subdivisions within existing single dwelling
neighborhoods which preserve the character and symmetry of the
neighborhood, and meet the standards and intent of the Subdivision
Ordinance.
Provide appropriate buffering between single dwelling
neighborhoods and incompatible uses. Buffering can include
natural features, linear open space, topography, rights of way,
conservation restrictions, or other appropriate separations.
Periodically review Zoning Ordinance requirements for
single dwelling development to insure orderly development and
redevelopment within neighborhoods.
Restrict the conversion of single dwellings to multi-dwelling
or non-residential uses.
Consider the redevelopment or conversion of single
dwelling buildings to multi-dwelling buildings in areas designated
for low density multi-dwelling use. Converted building should meet
requirements of Zoning and Building codes.
Maintain a minimum lot size requirement for subdivisions.
However, review subdivision requests in light of the established lot
sizes in the surrounding neighborhood.
Provide access to rehabilitation assistance to protect and
preserve the quality of housing stock of the city.
Seek opportunities to increase the supply of affordable
housing as detailed in the Housing Element.
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Land Use
Consider the elimination of tract size minimums for multi-
dwelling and mixed use developments to encourage more flexibility
in development and redevelopment of sites close to services and
high frequency public transit.
Consider density bonuses for medium and high density
residential developments that incorporate affordable and modest
cost dwelling units.
Encourage multi-dwelling redevelopment of sites near the
edge of neighborhood and community commercial areas as a
transition to surrounding single dwelling neighborhoods.
Continue to grant full density credit for lands dedicated to
park and open space use.
Consider development and redevelopment of sites located
along transit corridors for multi-dwelling uses.
OFFICE-INDUSTRIAL OBJECTIVE AND POLICIES
OBJECTIVE: Preserve the quality and integrity of Edinas
office and industrial parks.
POLICIES:
Consider density bonuses for developments which include
transit friendly features and implement comprehensive
Transportation Demand Management (TDM) plans.
Encourage accessory retail uses within major developments
as a method of reducing trip generation.
Consider mixing residential use as a component of
developments and redevelopment projects to reduce trip
generation, thus reducing traffic congestion and air pollution.
Restrict the introduction of quasi-retail uses in industrial
areas.
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Land Use
Continue to rely on state guidelines to set the threshold for
preparation of Environmental Assessments and Environmental
Impact Statements for major developments and redevelopments.
Require a traffic impact analysis for all major commercial
development and redevelopment proposals.
Continue to use the local Watershed District managers to
enforce standard of the National Urban Run-off Program (NURP)
as it relates to new development and redevelopment proposals.
Encourage the installation of commercial antennas and
towers on existing buildings. Consider inducements to encourage
location of antennas and towers in office and industrial areas which
minimize visual impacts on residential neighborhoods.
COMMERCIAL-RETAIL OBJECTIVE AND
POLICIES
OBJECTIVE: Re-enforce the function and vitality of
neighborhood and community level commercial areas.
POLICIES:
Use adopted commercial area plans to guide development
and redevelopment within the 44th and France, 50th and France,
Valley View and Wooddale, Grandview Heights, and 70th and
Cahill commercial areas.
Review the 50th and France Redevelopment Plan to insure
current plans and policies do not threaten the available parking
supply. Consider plans for Minneapolis properties when
conducting this review.
Review Valley View and Wooddale Plan to seek additional
opportunities to strengthen commercial core, and provide additional
housing.
Discourage the expansion of commercial uses beyond
boundaries established adopted plans.
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Land Use
Encourage the elimination of incompatible uses, especially
industrial uses, in commercial districts.
Encourage businesses sized to the functional character of
each commercial area.
Provide appropriate buffering at the perimeter of
commercial areas.
Work cooperatively with property owners to increase the
supply of off-street parking, and to improve traffic flow and
circulation within and through commercial areas.
HOUSING
ELEMENT
HOUSING ELEMENT
The City of Edina has become known for its quality residential housing stock
and attractive neighborhoods. The combination of efforts by early
developers, a prime location within the metropolitan area, and a commitment
to high quality residential development by local officials has led to the
premiere residential environment experienced by the City's residents today.
Probably the most important single development during Edina's period of
growth was the development of the Country Club District in northeastern
Edina. The development of the Country Club District established a standard
that was to set the tone for subsequent residential development. The
adoption of a zoning ordinance in 1929, shortly after the platting of the
Country Club District, instituted specific standards for future development in
Edina.
Although the emphasis has changed from exclusively single family housing to
a more balanced mix of housing types, the City's concern for overall quality
in residential development remains a primary concern. The City today
contains a wide variety of choice in residential housing, from large lot single
family housing to high density, high-rise housing. However, due to the
general local escalation of prices of residential housing and the quality of the
City's housing stock, the cost of purchasing a home in Edina is
comparatively high. Even though home purchase cost is comparatively high
in Edina relative to the average metro wide cost, owner occupancy is and
will remain the dominant form of housing tenure in the City. Nearly three
fourths of all housing units within the City are owner occupied. The quality
of the existing housing stock, the desirability of the various neighborhoods,
and the City's geographic location within the region suggests that the value
of Edina's housing stock will remain at high levels well into the next decade
The housing element contains two central themes. The first is the protection
of the existing housing stock and residential neighborhoods. At this writing
approximately 98 percent of the ultimate housing stock is in place. It is
important that housing goals, objectives and policies of the City emphasize
the protection of this investment.
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HOUSING ELEMENT
A second theme of the housing element is the development of goals,
objectives and policies that will widen the range of housing choice available
in the City. In order to maintain the City's population at stable levels and
provide adequate housing choices for families in all stages of the life cycle,
the City should adopt policies and implement programs to stimulate the
development of housing in all price ranges.
RESIDENTIAL LAND USE
Residential land use is considered the most important single land use
category in Edina, both in terms of land area devoted to housing and taxes
generated by housing. Residential land use, excluding streets and other
related supporting land uses, occupies nearly 67 percent of all land and
contributes 78 percent of the total property valuation in the City.
The largest portion of residential land use in Edina is devoted to the single
family home. In January, 1999, fifty-seven percent of all housing units within
the City were single family units. However, the ratio of single family units
has been decreasing since the 1970's. According to the 1970 census count,
83 percent of the City's housing units were single family. The reduction
since the 1970's is due primarily to the character of land remaining to be
developed. In 1970, 85 percent of the ultimate number of single family
homes were existing while only 40 percent of the ultimate number of
multifamily units were in place.
HOUSING TYPES
Single Family
The single family home is the dominant housing form in Edina, and will
continue to dominate even though the overall percentage will continue to
decrease through the year 2010. Although the City could be considered at
its capacity for single family homes, the next decade will see the single family
home remain the most desirable dwelling unit type available. Additions to
the single family housing stock will emphasize infill development rather than
large subdivision except for the final phases of the Parkwood Knolls area in
northwestern Edina that is currently being developed. During the period
from 1990 through 1998, 378 new single family homes were constructed in
the City. Approximately 250 new single family homes are expected during
the 10 year plan period.
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HOUSING ELEMENT
Two Family Homes
Two family homes in Edina are primarily located along busy corridors, as
transitional uses between single family homes and differing land uses, and in
areas or marginal single family desirability. As of January 1999 there were
660 units of two family housing in Edina. This total is expected to increase
slightly by 2010 to include redevelopment of single family housing located
along busy corridor streets.
Multifamily units (including Condominiums and Townhomes)
For the purpose of this plan, any building containing three or more units is
considered a Multifamily unit. Currently multifamily units represent 40
percent of the dwelling units in the City. The proportion of the City's
dwelling units in multifamily buildings will continue to increase and will
eventually represent more than 43 percent of the City's dwelling units.
Multifamily units are expected to account for over 75 percent of all new
dwelling units between 1999 and 2010. General locations for multifamily
units are illustrated on the land use map.
Housing Units By Type
Single Family Two Family Three+Units Total
1970 10,975 335 1,989 13,299
1980 11,947 454 6,254 18,655
1990 12,297 596 8,090 20,983
1998 12,675 660 8,861 22,196
Source: U.S. Census, 1970, 1980, 1990, City of Edina Planning and
Assessing Departments, 1998.
HOUSING TENURE
Tenure is described as the ownership interest an occupant has in the dwelling
unit in which he resides. In excess of 96 percent of Edina's single family
housing and approximately 92 percent of the total housing stock excluding
rental apartments is owner occupied. Nearly 75% of the total housing stock
in the City including rental apartments is owner occupied. Over the last two
decades the overall ratio of owner occupied versus renter-occupied units has
been increasing. This can be primarily attributed by the increased popularity
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HOUSING ELEMENT
of the condominium unit. The 1970-80's saw a ten fold increase in the
number of condominium units in the City. Many of the condominium units
added during that time were not new construction but were instead units
converted from rental apartments to condominiums. According to the City's
Assessing Department, Edina had 4,612 condominium and co-operative units
in 1998, which is 20% of all dwelling units in the City.
Multifamily (Three+Units)
Unit Type 1974 1979 1985 1998
Rental Apt. 5,042 3,519 3,929 4,249
Condo 208 2,040 2,863 4,274
Co-Op Apt. 18 356 356 338
Total 5,268 5,915 7,148 8,861
Source: Assessing Department, Planning Department, City of Edina, 1998.
AGE OF HOUSING STOCK
The mass use of the automobile for the work trip and the construction of the
metropolitan freeway system precipitated the post World War II housing
boom. As a result, Edina and other first ring suburbs experienced
tremendous amounts of residential construction, primarily single family units.
Approximately 40 percent of all housing units existing today were
constructed between 1.950 and 1965. Most of this construction was for
single family units. Eight percent of the city's housing stock was constructed
prior to 1940, most of which was constructed during the 1920's. Age of
Edina's housing stock by decade of construction is illustrated on the Age of
Housing Stock Map.
Appendix***Age of Housing Stock Map.
CONDITION OF HOUSING STOCK
The majority of the City's housing stock is in good to excellent condition. A
windshield housing condition survey was conducted by the City Planning
Department of the structural and site conditions of all 12,675 single family
homes located within the City. The City was broken down into thirteen
districts in an attempt to group homes of similar age and value. The survey
identified external deficiencies relating to the roof, walls, foundation, paint,
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HOUSING ELEMENT
windows, chimney, gutters and downspouts, steps and porch, yard,
sidewalks and driveway, fence, and outdoor storage. •
The following is a breakdown of the total number of houses in each district
and the number and percentage with deficiencies identified in each:
District
# of Houses Houses with Deficiencies
1 46'7 20 3.7
2 1,497 13 .8%
3 774 23 2.7%
4 800 19 2.2%
5 790 9 1.1%
6 1,658 38 2.1%
7 1,011 23 2.1%
8 978 30 2.6%
9 1,056 22 1.4%
10 '799 3 3.6%
11 1,133 12 .98%
12 493 3 .56%
13 1,229 27 2.07%
Total 12,675 242 1.7%
Out of the 242 homes identified with deficiencies, the most prevalent
deficiency included houses with fair or poor roofs; 193 of the 242 were
identified, or 80%. The second highest deficiency were houses with fair or
poor paint jobs; 117 houses of the 242 identified, or 48%. The results are
summarized in the following table:
Systems Evaluated #1% of Houses with
Deficiencies
Condition
1. Roof 193 /80% 32 Fair/161 Poor
2. Paint 117/48% 15 Fair/112 Poor
3. Gutter & Downspout 29/12% 5 Fair/24 Poor
4. Windows 25/10.3% 10 Fair/23 Poor
5. Driveway & Sidewalk 24/9.9% 5 Fair/20 Poor
6. Yard 22/9% 14 Fair/9 Poor
7. Steps & Porch 14/5.7% 4 Fair/10 Poor
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HOUSING ELEMENT
8. Chimney
9. Foundation
10. Outdoor Storage
11. Walls
12. Fences
11/4.5% 5 Fair/6 Poor
7/2.9% 2 Fair/5 Poor
6/2.5% 4 Fair/3 Poor
5/2% 3 Fair/2 Poor
2/.8% 2 Fair/0 Poor
A map of the Housing Survey indicating district location, number of homes
per area and percent of homes within the districts with deficiencies is
illustrated on the Housing Survey Map in this section.
Appendix***Housing Survey Map.
A similar housing survey was conducted in 1980, although at the time twenty
neighborhoods were identified. The current survey condensed the twenty
neighborhoods into thirteen districts. In 1980, two of twenty neighborhoods
identified included as much as five percent of the homes in poor condition.
The current survey shows only one neighborhood with 3.7% of the homes
identified in poor condition. Five neighborhoods were found to have less
than 3% of the homes in poor condition; three neighborhoods had less than
1% of the homes in poor condition. City-wide only 242 homes of the 12,675
total were found to possess a structural/site deficiency, equating to 1.9% of
the housing stock. The sum total of the survey showed that 98% of Edina's
single family housing stock is in good to excellent condition.
Appendix* * *Exterior Building Condition Survey and Rating Methodology.
HOUSING VALUES
Statistics released periodically by the Multiple Listing Service (MLS), show
average resale prices for the metropolitan area. For January through
December 1998 the average sale price in Edina was $279,939. The median
sale price was $232,000 meaning half the sales were above and half the sales
were below this price in the same period. The average sale price in Edina is
higher than most areas covered by the MLS system.
The cost of rental housing in Edina has and continues to be relatively high as
compared with the metro area. Spurred by a general metropolitan-wide
demand for rental housing, rents have risen significantly since 1980.
The cost of renting and purchasing housing in Edina will remain high through
2010. The quality of the existing housing stock, the relative age of the
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HOUSING ELEMENT
housing stock, the desirability of existing neighborhoods, and Edina's
geographic location within the metropolitan region will insure the value of
the City's housing stock. Average housing values based on certificates of
Real Estate Value are illustrated on the Housing Value by Edina
Neighborhoods map in this section.
Appendix ***Housing Value Map.
Monthly Rents By Unit Size
Year Studio 1 Bedroom 2 Bedroom 3+ Bedroom
1979 $220.00 $275.00 $360.00 $425.00
1985 $391.00 $504.00 $629.00 $783.00
1998 $586.00 $677.00 $818.00 $1166.00
Source: Apartment Search 4th Quarter, 1998.
Quantity of Unit Surveyed by Number of Bedrooms
Studio 1 Bedroom 2 Bedroom 3+Bedroom Total
228 (5%) 2,013 (47%) 1,737 (41%) 296 (7%) 4,629 (100%)
Source: Assessing Department, City of Edina, 1998.
HOUSING AFFORDABILITY
Metropolitan Livable Communities Act
In 1995 the State of Minnesota adopted the Metropolitan Livable
Communities Act (MLCA) which required the Metropolitan Council to
negotiate with each municipality to establish affordable and life-cycle housing
goals that are consistent with and promote the policies of the Metropolitan
Council.
The City of Edina resolved to participate in the MLCA in 1996 and at that
time, identified the following actions proposed to meet the housing goals
which had been identified to the Metropolitan Council:
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HOUSING ELEMENT
The City of Edina will:
1. Use its best efforts to maintain its current affordability index despite the
continual loss of affordable units due to market forces.
2. Adopt the lifecycle and density benchmark indices as its goals.
3. Strive for a balanced housing supply with housing available for people of
all income levels.
4. Support the accommodation of all social and ethnic groups in their
housing choices.
5. Will provide a variety of housing types for people in all stages of the life
cycle.
6. Believe in a community of well-maintained housing and neighborhoods
including ownership and rental housing.
7. Respect the natural environment while accommodating a variety of
housing types and costs.
8. Improve the access to and linkage between housing and employment.
9. Emphasize programs which offer home ownership opportunities to
individuals and families of modest incomes.
Appendix* * *Metropolitan Livable Communities Act - Affordability, Life
Cycle and Density Benchmark Indexes.
HOUSING OPPORTUNITIES
The City of Edina offers a variety of opportunities for individuals seeking to
purchase or rent a home or for owners seeking to rehabilitate their existing
home. A number of programs are offered through the City to assist in
providing low or moderate income persons to purchase a home by offering,
through various programs, down payment assistance and/or closing costs
assistance including in some instances first or second mortgages and deferred
payment loans for basic home improvements in conjunction with a home
purchase. The City also offers programs for housing rehabilitation for basic
home improvements to existing income eligible owners of single dwelling
homes.
The City of Edina offers 116 HUD subsidized rental units for families and
seniors. These are units that were specifically set aside for income eligible
residents that are located within five rental communities. Rental assistance is
also offered through the Metro IIRA in the form of Section-8 rental
certificates and vouchers. The Section-8 HUD program provides rental
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HOUSING ELEMENT
assistance payments to private owners of rental property who lease units to
assist very low income households.
HOUSING PROGRAMS
East Edina Housing Foundation
It is the goal of the East Edina Housing Foundation to assist the City in
providing modest cost housing for persons of low and moderate incomes as
well as to assist low and moderate income homeowners to maintain their
homes.
The East Edina Housing Foundation (the Foundation), a non-profit
corporation was created in 1985 to assist in providing affordable housing for
low and moderate income persons purchasing in the Edinborough and
Centennial Lakes condominium developments.
The Foundation provides downpayment assistance to qualifying applicants in
the form of a second mortgage which is originated in tandem with FHA first
mortgages. The second mortgage is a deferred payment loan in which
payments of principal and interest need not be made while the mortgagor
owns and resides in the condominium.
The terms for the second mortgages is the same as the tern of the first
mortgage, and the second mortgages bear 5% simple, non-compounding
interest.
Since the inception of this program, the foundation has originated over 300
second mortgage loans. Over time, as the loans have been paid back, the
foundation has appreciated a strong financial base from which more housing
initiatives have been developed to serve qualifying homeowners throughout
Edina (with the exception of the Southwest quadrant of the City which does
not fall within the foundation's jurisdiction).
Some of the new programs include:
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HOUSING ELEMENT
1. EDINA COMMUNITY HOMEBUYER PROGRAM
This program increases homeownership opportunities for low and moderate
income borrowers by providing additional funds for downpayment and/or
closing cost assistance for single dwelling homes.
The maximum loan amount is 2% of the sales price of the property, plus cost
of appraisal and credit report.
These non-interest bearing (0%) loans are repaid when the house is sold,
upon maturity of the first mortgage or when the dwelling is no longer the
buyer's principal residence.
2. EDINA PARTNERS PROGRAM
This program provides deferred repayment loans for basic home
improvements in conjunction with a single dwelling home purchase for
income eligible buyers. Funds can be used for structural improvements, code
compliance, or accessibility improvements. The funds may not be used for
remodeling, decorating or additions.
The maximum loan amount is 15% of the first mortgage, up to a maximum
of $20,000. The loan is secured, bears a 3% interest rate, and repayment is
deferred. Interest amortizes over the life of the first mortgage. Principal and
interest must be repaid upon the sale of the home.
3. HOUSING REHABILITATION
This program provides deferred repayment loans for basic home
improvements to income eligible owners of single dwelling homes. Funds
can be used for structural, code compliance or accessibility improvements.
The funds may not be used for remodeling, decorating or additions.
Community Development Block Grant Fund (CDBG)
The Urban Hennepin County CDBG Program annually receives an allocation
of Housing and Urban Development (HUD) funds which are in turn allocated
to the communities. The formula for determining the planning allocation is
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HOUSING ELEMENT
based upon the community's share of the total County population, people
with incomes at or below poverty level and overcrowded housing units.
HUD requires the City to allocate no more than 20% of it's entitlement
toward human services; with the exception that 80% of the funds will be
directed toward community development. In keeping with those
requirements Edina supports the following housing initiatives with the
CDBG funds:
1. REHABILITATION OF PRIVATE PROPERTY
Edina has historically directed over 40% of the annual CDBG allocation
toward housing rehabilitation in an effort to maintain the vitality of the single
dwelling neighborhoods.
The housing rehabilitation program provides a deferred payment loan for
improvements to the home which are structural in nature; to include, but not
limited to code compliance, upgrading again systems in the home (i.e.
electrical, plumbing, heating, energy efficiency, etc.), and accessibility
improvements for the disabled. The funds may not be used for remodeling,
decorating or additions.
Participation in this program is limited to owner-occupied single dWelling
homes in which the homeowner meets the income/asset requirements and has
enough equity in the home to repay the loan when the house is sold, or no
longer the homeowner's principal residence.
The maximum loan amount is $15,000, however, if accessibility
improvements are related to the project, the maximum loan amount is
$20,000. The term for the loan is 30 years, however, if after that time, the
house has not sold or lost its homestead status, the loan is forgotten. The
interest rate for the loan falls within two categories: If the household income
does not exceed 50% of the median income for Minneapolis/St. Paul, then no
interest (0%) accrues on the monies borrowed. However, if the household
income is greater than 50% of the median, but does not exceed 80% of the
median income, than 3% simple, non-compounding interest would accrue for
the first 10 years of the loan with no interest accruing for the remaining 20
years.
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HOUSING ELEMENT
Since 1980, 107 households have appreciated the benefits of this program
with a total of $722,000 having been expended. During the plan period, it is
expected that another 50-100 households will participate.
2. ACQUISITION FOR SCATTERED SITE AFFORDABLE HOUSING
This program provides funds for the acquisition of property for the
development of affordable owner or renter occupied housing. Non-profit
organizations are targeted to benefit from these funds which assist the City in
achieving the following Metropolitan Livable Communities Act goals:
• Maintain affordable housing in the City
• Help provide a balanced housing supply for people of all income levels,
• Improve the access to and linkage between housing and employment.
Tasks Unlimited Lodges, a non-profit corporation which provides housing
for adults with mental health disabilities has taken advantage of this program
with a loan of $33,250 to assist in the purchase of a double bungalow.
During the plan period, in keeping with the City's participation with the
Metropolitan Livable Communities Act, the City will seek opportunities with
non-profit developers to increase supply of affordable housing.
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HOUSING ELEMENT
HOUSING ELEMENT
GOALS, OBJECTIVES, AND POLICIES
1. Goal: Preserve and protect the unique and varied character of
Edina's residential neighborhoods.
The general condition and quality of the City's residential neighborhoods has
been confirmed to be good to excellent based upon the housing survey
completed as part of this Comprehensive Land Use Plan. The residential
stock of Edina, comprising 78 percent of the total valuation of the City, is
the City's Primary fiscal resource. Edina's present housing stock, 57% of
which is single family, offers a wide variety of choice to residents, ranging
from the large lot, suburban setting to high density urban like environment.
Although there is a limited supply of low cost housing, there does exist a
wide variety of housing type, style, density and cost available to prospective
residents.
Redevelopment of sites near or bordering existing neighborhood and
community commercial centers should be evaluated as residential sites before
other uses are considered.
Objective: Continue to offer a wide range of residential choice.
POLICIES:
• For new single family development, lot size should be determined by the
subdivision ordinance.
• Low, medium, and high density housing should be provided in
accordance with the General Land Use Plan and Zoning Ordinance.
• Home ownership should continue as a primary form of occupancy in the
City.
Objective: Preserve the stability of existing residential neighborhoods.
POLICIES:
• Residential areas should be protected, from conflicting land uses.
•
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HOUSING ELEMENT
• Where conflicting uses exist adjacent to residential areas, redevelopment
should provide for adequate transition of land uses.
• In-fill housing built on vacant or subdivided sites should be compatible
with the surrounding neighborhood.
• Enforce the City Code as required to promote and maintain housing
stability,
• Restrict business activities in residential districts.
2. Goal: Maintain and improve the quality of the City's housing stock.
By almost any standard the existing housing stock of Edina is in excellent
condition. The housing condition survey conducted by the Edina Planning
Department found that all but one of the City's neighborhood districts had
over 95% of their housing stock in excellent condition. Even those
properties that were noted to have deficiencies, very few units were found to
be substandard. Most items noted were of a deferred maintenance nature
and were not immediate threats to the overall condition of the property.
While most structures remain in sound condition, an increasing number of
owners will be facing replacement of major systems during the planning
period. Electrical, mechanical, plumbing and the exterior envelope of many
houses will need replacing. The useful life of primary systems for the
housing constructed post Wold War II is at or very near its useful life.
Objective: To eliminate substandard dwelling units and maintain the
housing stock in good to excellent condition.
POLICIES:
• Promote and encourage the use of private resources as the primary
source of funds for maintaining and improving the housing stock..
• Utilize all appropriate state and federal programs for maintaining and
improving the housing stock.
• Concentrate available grant and loan money in areas that according to the
housing survey have a higher percentage of homes that are not in good to
excellent condition.
• Periodically continue to survey housing conditions City-wide to monitor
housing condition.
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HOUSING ELEMENT
3. Goal: Provide housing opportunities affordable to families and
individuals with moderate incomes.
During periods of high inflation in housing prices, the modest income family
(the family whose income exceeds the limits for government aid but cannot
qualify for conventional financing) is particularly hard hit in the housing
market. This family is usually the first time buyer with little or no equity
available for the necessary down payment required. Families with modest
incomes are finding that their choice in the housing market is more restricted.
Modest cost housing is important to the community since it provides
ownership opportunities for first time buyers who are entering the family
formation stage of the life cycle. An adequate supply of housing affordable
to young families can help balance the age distribution in the public school
system. Modest cost housing also frees up the supply of large single family
homes by allowing empty nesters (couples remaining in large homes after
their children have grown and moved out) to trade down to a smaller house
and still remain in the area. Similarly, modest cost housing allows elderly
individuals to remain in or close to the neighborhood, but in a unit more
appropriate to their needs.
Most factOrs responsible for the high cost of housing are not within the
City's power to influence. Although Edina can encourage the construction
of lower cost housing on appropriate sites, it cannot guarantee the
construction of such housing. Construction of modest cost housing in Edina
is dependent upon the market demand as perceived by the private land
developer, and the cost availability of suitable parcels for development,
which seriously limits modest cost housing, especially for single family
construction.
The most practical approach to the support of modest cost housing involves
the participation of modest income families and individuals in the housing
initiatives provided by the Edina Foundation, Community Development
Block Grant funds, and Tax Increment Financing.
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HOUSING ELEMENT
Objective: To emphasize and promote programs which offer home
ownership opportunities to individuals and families of modest incomes.
POLICIES:
• Cooperate with individuals, developers and local lending institutions
interested in utilizing local and federal programs designed to extend the
benefits of home ownership to modest income families.
• Encourage the private sector to create flexible financing programs to
make home ownership available to modest income families.
• Allow redevelopment of parcels in small lot areas of the City according
to existing neighborhood standards.
• Encourage developers to consider a variety of dwelling unit prices in
development proposals.
• Consider density bonuses for developers providing modest cost housing.
• Periodically review subdivision and zoning ordinances for requirements
or conditions that may unnecessarily increase the cost of housing.
C 11 TY OF ED NA
HENNEPIN COUNTY, MINNESOTA
LITT OF MAIM Cln Ii.LfillS AWN — ..._ .6. Air ire:filifelisairamir--Arri•vrimr 111:1‘ — — .41Art..94 !WM 411=N
tonrairt IIIIERSTAM 4,11
V
PRINCIPAL PERIODS OF
RESIDENTIAL CONSTRUCTION
UMffelid BEFORE 1940
1940-1949
1950-1959
Kere,-4-erl 1960-1969
1970-PRESENT
11,rt.T4ITE
LESS THAN 2%
PERCENT OF ALL HOMES PER AREA IDENTIFIED WITH DEFICIENCIES
12,675 TOTAL DWELLING UNITS
LESS THAN 4%
LESS THAN 3%
CITY OF EDUA
HENNEP I N COUNTY, MINNESOTA
1)111/ISTIR 191
HOUSING SURVEY MAP
LESS THAN 1%
Page 17
HOUSING ELEMENT
Appendix
Exterior Building Condition Survey and Rating Methodology
A simple "windshield" survey technique was utilized by the City of Edina
Planning Staff to obtain general building condition information about the
single family residences in Edina. The survey was not intended to dictate
the type of activity necessary to improve or correct particular deficiencies.
Rather, the survey's purpose was to serve as a data service for providing
information regarding the exterior structural characteristics of housing in
Edina.
The survey was largely conducted from the street. Only single family
detached housing was surveyed as other housing types would require a more
complete and sophisticated inspection technique to detect deficiencies.
For the purpose of rating the condition of buildings, categories or minor and
major deficiencies were assumed and applied to different aspects or areas of
the structure: These major and minor structural conditions were then rated
as either excellent, good, fair, or poor. The criteria used for the four grading
levels for each deficiency considered are listed below.
Roof
Excellent to
Good No deficiencies
Fair Some shingles missing, structurally sound, weathered
but intact
Poor Many shingles missing, sagging, rotting, holes and
materials missing
Walls
Excellent to
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HOUSING ELEMENT
Good
Fair
Poor
Foundation
No deficiencies
Minor cracks, weathered but intact
Substantial materials missing, out of plumb, sagging,
rotting
Excellent to
Good No deficiencies
Fair Minor cracks, no materials missing, slight settling
Poor Material missing, substantial settling and leaning,
substantial cracks
Paint
Excellent to
Good No deficiencies, well kept
Fair Minimal chipping and cracking
Poor Substantially cracked and chipped, little paint
remaining
Windows
Excellent to
Good No deficiencies
Fair Weathered but intact, minimal paint chipping
Poor Broken glass, rotted, warped or broken frames, little
paint remaining
Chimney
Excellent to
Good No deficiencies
Fair Weathered but intact, no brick or other materials
missing, minor cracks
Poor Cracking, crumbling bricks
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HOUSING ELEMENT
Gutters and Downspouts
Excellent to
Good No deficiencies
Fair Weathered but intact, minimal paint chipping and
cracking
Poor Bent or disconnected, materials missing, rusted and
hanging in sections from eaves
Steps and Porch
Excellent to
Good No deficiencies
Fair Weathered but structurally sound, no missing
materials, no leaning, minor cracks
Poor Disconnected, materials missing, substantial settling
and leaning
Yard
Excellent to
Good Well kept, neat and clean
Fair Weeds and unkempt shrubbery, minimal erosion
Poor Substantial erosion, bare soil, piles of brush (debris or
junk)
Driveway and Sidewalks
Excellent to
Good No deficiencies
Fair Improved surfaces, no cracks or loose material,
slightly weathered
Poor Materials missing (or nonexistent), substantial settling
Page 20
HOUSING ELEMENT
Outbuildings
Excellent to
Good Intact, neat, kept in repair
Fair Weathered but serviceable, minimal chipping or
cracking of paint
Poor Substantially sagging or leaning, material rotted or
missing, little paint remaining
Fences
Excellent to
Good Intact, neat, kept in repair
Fair Weathered but serviceable, in plumb
Poor Sagging, leaning, little paint remaining, broken,
rotting, rusting, or bent.
Outdoor Storage
Excellent to
Good Typical residential storage, neatly conducted
Fair Typical residential storage, and minor unsightly
condition
Poor Grossly excessive storage and/or non-residential
related materials including junk cars, wood, etc.
C 0 TY OF ED 11 NA
HENNEPIN COUNTY, MINNESOTA
SINGLE DWELLING UNIT HOUSING VALUE MAP
AVERAGE SINGLE FAMILY HOUSING VALUES BASED ON CERTIFICATES OF REAL ESTATE
VALUE FOR 847 HOMES SOLD BETWEEN JANUARY 1998 AND DECEMBER 1998
1998 CITY WIDE AVERAGE SALE PRICE: $279,939
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HOUSING ELEMENT
Appendix
METROPOLITAN LIVABLE COMMUNITIES ACT
Affordability, Life-Cycle & Density Index
AFFORDABILITY
OWNERSHIP 31% 64-77% 31%
RENTAL 14% 32-45% 14%
LIFE CYCLE
TYPE (NON-SINGLE
FAMILY DETACHED 43% 38-41% 43%
OWNER/RENTER MIX 71/29% (64-70)%
(30-36)%
71%/29
DENSITY
SINGLE-FAMILY
DETACHED
2.3/acre 2.3-2.9/acre 2.3/acre
MULTIFAMILY 16/acre 11-15/a cre 16/acre
HERITAGE
PRESERVATION
HERITAGE PRESERVATION
Minnehaha Creek played an important part in the original development
of Edina. In the 1850's, Minnehaha Creek enjoyed very large and
stable flows. This encouraged the construction of several grist mills
along the creek which ground wheat and other grains. In 1856, a grist
mill was constructed near a 15 foot waterfall where Browndale Avenue
now crosses Minnehaha Creek north of West 50th Street. During the
Civil War, the mill ran almost continually to supply flour requisitioned
for Fort Snelling. In 1869, Andrew Craik purchased the mill and
named it Edina Mill for his birthplace, Edinburg, Scotland.
Edina was part of Richfield Township in the early 1880's and was an
agricultural community having several small centers of community
activity including an Irish settlement in southwest Edina. In the late
1880's, residents of the western part of Richfield Township voted
overwhelmingly to become a separate incorporated village in response
to the pressures put on the rural areas by the growth of Minneapolis.
Incorporation was delayed several months due to a disagreement over
the name for the new village. The tale has been told that the Scots and
the Irish couldn't agreed between "Edina" and "Killarney Lakes".
Historic records, however indicate that the names under contention
were "Hennepin Park", "Westfield" and "Edina". After much
discussion and several votes, the name "Edina" was chosen with 47
votes in favor and 42 votes against.
Edina's cultural, historic and architectural resources are among the
most important and significant environmental features of the
community. These resources provide a living history of the
development and growth of Edina and provide a foundation for the
community's future. The identification and preservation of these
resources deserve special efforts.
The National Register of Historic Places was established in 1966 in
order to identify the districts, sites, buildings, structures and objects
Page 2
Heritage Preservation
possessing historic and/or architectural significance. To qualify,
properties must be associated with some historic event or personage,
and buildings must represent significant architectural styles or works of
noteworthy architects. The Country Club District is currently listed on
the National Register as are the following buildings:
n Cahill School Frank Tupa Park, 4918 Eden Avenue
n Grange Hall Frank Tupa Park, 4918 Eden Avenue
n Johathan Grimes House 4200 West 44th Street
n George Baird House 4400 West 50th Street
In 1975, Edina established a Heritage Preservation Board. This Board
is charged with assisting and advising the City Council on matters
concerning the identification and preservation of buildings, lands, or
areas that are of particular historic or architectural significance or
which possesses particular cultural or educational value. Upon making
certain findings, the Board may recommend to the City Council that
buildings or lands be zoned to Heritage Preservation District. Once
zoned to Heritage Preservation District, special permits are required to
remodel or alter the building or property. To date, the City Council has
designed six sites as Heritage Preservation District. In addition to the
four National Register sites, the following properties are also
designated Heritage Preservation District:
n The Edina Mill West 50th Street & Browndale Avenue
n Paul Peterson House 5312 Interlachen Boulevard
In 1979, a study entitled Historic Building Survey of Edina, Minnesota
was completed for the Heritage Preservation Board. This study
described in detail buildings and lands of historic and/or architectural
significance. The study also recommended the designation of certain
buildings and areas as Heritage Preservation District. As a result of the
study, the Country Club District was added to the National Register of
Historic Places.
Page 3
Heritage Preservation
Edina became a Certified Local Government (CLG) city in 1993, which
enables the City to apply for federal funds to plan for heritage
preservation projects.
A matching grant of CLG funds from the Minnesota Historical Society
assisted in the completion of a Historic Context Study. This study
serves as a planning tool to identify the major events, forces and
individuals that created the City's cultural resources and also ties local
events into a larger state and nationwide perspective. The Historic
Context Study has become a foundation to guide the City in the
preservation of Edina's cultural heritage.
GOAL:
To protect and preserve Edina's cultural, historic and architectural
heritage.
OBJECTIVE:
Designate and protect from alteration significant buildings, areas or
districts which represent historic cultural or architectural foundations of
Edina.
POLICIES:
n Cooperate with the Minnesota Historical Society regarding
nominations to the National Register of Historic Places.
n Encourage the rezoning of properties that meet the adopted
guidelines of the Heritage Preservation Board to the Heritage
Preservation District.
n Oversee all exterior modifications to properties zoned Heritage
Preservation District to ensure the work is done in conformance
with the Secretary of the Interior's Standards for Rehabilitation.
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Heritage Preservation
n Follow the recommendations outlined in the Historic Context
Study.
• Continue to utilize the historic Cahill School for educational
programs highlighting Edina's history and culture.
ENVIRONMENTAL
QUALITY
ENVIRONMENTAL QUALITY
1. Goal
Retaining and enhancing the quality of the natural environment in urban
settings is becoming increasingly important as the Minneapolis/Saint Paul
metropolitan area continues to develop and expand further into its
surrounding areas. This is especially important for fully developed cities
such as Edina, where essentially all aspects of the natural environment have
been altered by human activities. Throughout the next planning period, it
will be important for the city to protect the benefits that flow from the
natural environment to its residents, businesses, and visitors even as the
pressures of development, transportation, and resource consumption
continue to grow. Ensuring this protection requires not only compliance
with federal, state and regional regulations, but also the creative thinking and
focused action of Edina's businesses, citizens, and municipal government.
The focus of this section then, is not only about the physical features of
Edina's environment and how land use patterns can be used to protect those
features. It is also a recognition that the everyday actions of Edina's
residents, businesses, and government can impact the environment and an
attempt to direct those actions in ways that protect and enhance the
environment. The city recognizes the importance of a healthy and beautiful
natural environment in maintaining Edina as a premier place to live and work
in the Minneapolis/Saint Paul metropolitan area, and will continually seek
innovative ways to ensure this quality is enhanced throughout the next
planning period.
Effectively addressing the environmental issues the city is faced with requires
clear goals, creative and effective policies that attempt to meet those goals
and a suitable method for measuring success or failure in those attempts.
Thus, the focus of this section will be to identify Edina's environmental goals
and policies as well as the methods it will use to track its progress in meeting
its goals. In doing so, the city strives to do its part in addressing not only the
enhancement of the local environment, but the regional and global
environment as well.
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Environmental Quality
2. Energy
The energy that Edina uses everyday and the methods and resources from
which it is produced are an essential aspect of the community's quality of
life. Energy allows us to heat and cool our homes, provide electricity for our
households and businesses, drive our cars and trucks, and perform thousands
of other important tasks that we often take for granted. Generating and
transporting this energy however, can have significant long-term
environmental and social impacts, which we are only recently beginning to
understand. The search for ways to produce a reliable supply of energy
without these negative impacts is an important aspect of Edina's long-term
quality of life.
The primary concern in regards to the production of energy is the stability
and safety of the source of that energy. About 83% of our energy use in
Minnesota during 1995 was derived from the combustion of fossil fuels,
while another 8-9% was derived from nuclear power.' Thus, fully 90% of
the energy that Minnesota consumes is derived from non-renewable
resources or nuclear power. The use of these sources can have dramatic
environmental impacts and have been associated with air and water pollution,
human health problems, global climate change, social unrest and wildlife
habitat destruction. Clean, renewable sources of energy are becoming more
and more competitive with their non-renewable counterparts both in terms of
cost and reliability, and are generally much safer for the environment. Efforts
by Edina's government, residents and businesses to make the transition
toward these renewable energy sources can play a significant role in reducing
the negative impact of our energy consumption.
2.1 Solar Protection
One of the most direct contributions the city can make in the transition to
renewable energy sources is to protect the access that individual residents,
businesses and industry have to renewable sources of energy - most notably
solar power. Active solar rooftop collectors and passive solar technologies
require maximum exposure to sunlight, which can be reduced by the
proximity of tall structures or trees. To help ensure that sufficient exposure
is available for all homeowners and businesses, the city already has
ordinances for building setbacks, building height restrictions, and maximum
lot coverage. It will also consider access to active and passive solar energy
collection systems when reviewing variance requests or new construction.
Other sources of renewable energy, such as fuel cells and wind generators
are either in developmental stages or are likely to be provided on a regional
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Environmental Quality
basis. It is not likely that any land-use restrictions or requirements are
necessary in Edina during the next planning period to ensure access to these
sources if or when they become available.
How are we doing?
2.2 Residential Energy Consumption
Energy consumed by residents of Edina can be broken into three main
categories - electricity, natural gas, and transportation fuels. Residential
electricity consumption was measured at 172,758,652 kWh in 1994, or 8,346
kWh per household' — more than the state average in 1994 of 8,275 kWh" .
Consumption of natural gas per residential customer in Edina during 1995
was roughly 159,700 cubic feet'', as compared to the state average of about
117,000 cubic feet. Data specific to Edina's residents regarding
transportation energy consumption does not exist, but national estimates
suggest that motor fuel consumption for the average residential vehicle has
risen from 559 gallons per year to 578 gallons between 1988 and 1994".
The greatest potential for energy savings in the home comes from heating, air
conditioning, and other household appliances. These uses accounted for
about 75% of the average household's energy consumption across the
nation."' Investments in and education on how to best operate energy
efficient furnaces, water heaters, air conditioners, and other appliances could
potentially save a large amount of energy.
2.3 Commercial/Industrial Energy Consumption
Commercial and industrial energy consumption is generally much more
intensive than that of residential consumers. In 1994 for instance,
commercial and industrial operations consumed about 365 million kWh
(approx. 177,600 kWh/account) of electricity and over 1.8 billion cubic feet
(approx. 1.3 million cu. ft./account) of natural gas. Per account, these
figures amount to 20 times and 8 times, respectively, that of a residential
account. Due to this intensive use, the potential for energy conservation is
likely to be high and the city will encourage its businesses and industries to
invest in energy conservation measures. As with the residential sector,
transportation energy consumption by Edina's businesses does not exist.
2.4 Public Energy Consumption
The city itself is also a major consumer of energy, paying for the heating,
cooling, and electricity of all city-owned facilities, street lighting and traffic
signals. It also operates a substantial fleet of motor vehicles. Energy costs
associated with these facilities and vehicles have amounted to roughly 5% of
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Environmental Quality
the city's budget. Given the high consumption of energy that these city-
owned properties and vehicles have, steps taken to conserve energy can
potentially have a significant effect on the demand for energy and the quality
of the local environment. The city recognizes this and has taken many steps
to improve the energy efficiency of the buildings and facilities that it owns,
including energy audits and the installation of energy efficient equipment. As
technologies improve and equipment replacement occurs, the city will
continue to look for ways to improve its energy efficiency.
Energy Policies
3 Continue to enforce setback, building height, and lot
coverage ordinances that can serve as protection to solar access
3 Consider access to solar protection when reviewing variance
requests
3 Encourage the use of trees to reduce the need for summer
cooling and winter heating.
• Encourage new home owners and remodelers to comply with
the revised Minnesota Energy Code that will take effect in July of
1999.
3 Encourage the use of passive solar heating and natural
lighting in buildings
3 Inform/educate new home builders or remodelers in Edina of
energy efficient options
3. Waste
The generation and management of solid waste has become an increasingly
important and complex issue for both Edina and Hennepin County. Due to
concerns over the amount of contaminants that were reaching ground water
supplies from landfills, new methods of waste management became necessary
throughout the nation. In response to this, numerous national, state and
county actions have been taken that seek to reduce the amount of waste
buried at landfills and the amount of pollutants which enter the soil or water
from this waste. In Hennepin County, yard wastes have been banned from
landfills, municipal recycling programs have been required, hazardous waste
drop-off facilities have been constructed, and waste reduction programs have
been initiated in businesses, public facilities, and private homes. Waste
incineration has also been started on a large scale because it significantly
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Environmental Quality
reduces the volume of waste that must be buried at landfills. Many of these
efforts are consistent with the hierarchy of waste management methods laid
out in the Minnesota Waste Management Act, which places waste reduction,
recycling, and composting ahead of incineration or landfill disposal.
Further reductions in the amount of waste that cannot be reused or recycled
can provide significant environmental and economic benefits to the residents
and businesses within Edina. In addition to saving landfill space, adhering to
the "3 R's" — reduce, reuse, and recycle — conserves natural resources,
protects air and water quality, lowers disposal costs and reduces taxpayer
money that must be used to build new waste management facilities. Finding
creative and effective ways to reduce the amount of waste that is produced in
Edina will help prevent any increases in the economic, environmental and
social costs of waste disposal in the future.
How are we doing?
The implementation of the programs mentioned above have all helped waste
management become a much cleaner and more responsible undertaking.
Hazardous materials have been kept out of landfills and water supplies and
recycling has become an accepted part of everyday life. Each of these efforts
have certainly reduced the amount of waste that would have gone to landfills
and are likely to have reduced the amount of waste that would have been
created otherwise. In addition, pollution and resource use have been reduced
significantly from what they otherwise would have been.
Still, per capita residential waste generation in the county continues to rise -
at an average annual rate of almost 1.7% per year from 1990 to 1996'.
Total waste generated in the county over that same period rose at a rate of
2.3% per year, over 189,000 tons in all. So even as more waste is being
diverted into recycling and hazardous waste facilities, waste incinerators, and
compost sites, the overall amount of waste that must be managed is
increasing significantly. This increased waste creation incurs significant
costs, including the use of virgin resources to make the products and
packaging that produces the waste, transportation costs associated with the
transport of those resources and finished products and the money spent on
constructing new waste management facilities. Even waste incineration, seen
as an improvement over landfilling, is attracting increasing concern about air
pollution.
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Environmental Quality
The challenge for Edina and the rest of Hennepin County is to focus both on
better management of existing waste and the prevention of the need to
manage waste at all. Finding ways to prevent the creation of waste is often
the most cost-effective management technique in the long run - yet is also
often the most difficult to pursue or measure the results of. Still, it is
important that the city and its citizens recognize both the economic and the
environmental value of reducing the waste that they produce to prevent
unnecessary costs to the environment and to the residents, businesses, and
industries of Edina.
Waste Policies
3 Continue to operate a household recycling program for
single-family and multi-family housing
3 Continue to require separation of yard wastes from other
household waste
3 Encourage re-use and recycling of materials rather than
disposal.
3 Encourage composting of organic wastes where feasible.
3 Consider developing a city composting site or contracting
with private companies for the collection and processing of
organic food and yard wastes from homeowners and businesses.
3 Encourage homeowners to mulch lawn clippings rather than
bagging them and using lawn fertilizers to replace nutrients.
3 Encourage local businesses to participate in the Minnesota
Chamber of Commerce's Waste Wise program.
3 Consider strategies to increase the proper disposal of
hazardous and other problem materials.
3 Consider changes in city purchasing to encourage the use of
materials with are re-usable, recycled, or use minimal packaging.
3 Encourage vendors to deliver products in reusable containers.
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Environmental Quality
4. Water
4.1 Surface Water Quality and Flood Management
The landscape of Edina is distinguished largely by its many bodies of water,
which include 2 major creeks, numerous lakes and ponds and roughly 200
wetlands. Each of these bodies of water provide important ecological, •
recreational, and aesthetic functions for the city's residents. They are a
significant part of what makes Edina such a vibrant community by adding to
the character of the city, providing recreational opportunities, protecting
against flood damage managing stormwater runoff, providing wildlife habitat
and making neighborhoods more desirable. Ensuring that the quality and
integrity of these bodies of waters is maintained is essential to the continued
strength and character of Edina as a community.
To effectively protect water quality in Edina requires wise Jand use,
maintenance of beneficial natural features such as wetlands, shoreland
vegetation, floodplains, and the minimization of pollutants which may runoff
into the city's various waterbodies. The fully developed status of Edina has
made this a significant challenge because so much of the land is covered by
impervious surfaces and much of the natural protection against flooding and
pollutants has been destroyed. Clean water and wildlife habitat are important
parts of the community however, and the city will strive to take steps to
ensure that future development maintains or improves water quality.
How are we doing?
Because there are no significant point sources of pollution located in Edina, non-
point pollution is the area of most concern. To mitigate the effects of non-point
pollution, it is necessary to reduce the number of pollutants that are introduced
on to the ground and/or provide areas for the effective filtering of pollutants
before they reach waterbodies. Sources of non-point pollution in Edina include
phosphorous fertilizers, erosion, oil and grease from automobiles, loose sand and
gravel, and many other pollutants. Many of these reach waterbodies in Edina
due to the prevalence of impervious surfaces, the loss of wetlands, and the lack
ofunmaintained vegetative buffer zones surrounding waterbodies. If water
quality is to improve significantly over the next planning period, it will be
necessary to address each of these issues effectively.
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Environmental Qual ty
As part of this effort, Edina has implemented ordinances protecting its
floodplains, wetlands, and shoreland from development and other activities which
could obstruct floodwaters or negatively impact their ability to support wildlife.
It has also implemented a policy restricting the use of chemical fertilizers and
pesticides on the city parklands. To improve its wetland management strategy,
the city has contracted for the classification and inventory of its wetlands and
their ecological functions.
4.2 Ground Water Quality and Drinking Water
Edina's supply of ground water, which is used for drinking, cleaning,
cooking, bathing, watering lawns and many industrial uses, is one of the most
heavily used aspects of Edina's environment. Fortunately, the supply of
water extracted from underground aquifers in Edina has been relatively
abundant and of high quality - even during extended drought conditions.
Still, this ground water is subject to threats from pollutants and overuse -
both within Edina and from neighboring communities. Action taken now to
ensure the quality and quantity of water used by Edina's residents and
businesses can prevent serious degradation of this resource in the future.
How are we doing?
Edina's supply of drinking water has historically been of very high quality
and in abundant supply. Extracting water from the Prairie du Chien-Jordan
and Mount Simon-Hinckley aquifers, the city's 18 municipal wells have a
pumping capacity of 22 million gallons per day (gpd). Historical use
between 1989 and 1994 averaged nearly 8 million gpd, with higher rates
during the summer and lower in the winter. Minimal treatment of the water
from these wells is necessary to meet Department of Health requirements,
with chlorine and fluoride as the only additions to the entire water supply. ,
Iron filters are also present on some of the wells.
While threats to the supply and quality of ground water for Edina are not an
immediate issue, it is important for the city to identify and minimize these
threats for the future. Failed septic systems, sewage discharge, industrial
effluents, and heavy use of pesticides and fertilizers can all threaten to pollute
the ground water that the city's residents depend on. In addition, sustained
drought conditions, population growth, and the extensive use of the aquifers
by other communities could eventually threaten to deplete the aquifer.
Pollution prevention and water conservation are thus the two main strategies
for dealing with threats to the water supply.
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Environmental Quality
Surface Water Policies
3 Adopt a DNR approved shoreland management ordinance to
protect surface water, minimize flood damage, and maintain
property values
3 Continue to prohibit development on floodplains that would
obstruct floodwaters
3 Continue to restrict the development or alteration of existing
wetlands in the city.
•3 Conduct a wetland inventory and ecological function survey
as required to be part of the local water management plan
3 Consider controls on the use of phosphorous fertilizers as
required by the MCWD
3 Adhere to the requirements contained in the Minnesota
Pollution Control Agency's (MPGA) document "Protecting
Water Quality in Urban Areas" (revised July 1991)
3 Revise the floodplain ordinance to require that door and
window openings be 2 feet above the 100-year floodplain as
required by the MCWD and the NMCWD
3 Continue to require that development and redevelopment
plans include erosion and sedimentation control plans as part of
the normal permit process so that water quality is not degraded
due to the development.
3 Continue to adhere to a policy of not using chemicals on city
parklands for weed control.
3 Consider developing a buffer zone ordinance requiring
unmaintained vegetative buffer zones to protect water quality and
protect against flooding.
3 Continue to actively cooperate with the Minnehaha and Nine-
Mile Creek Watershed districts to protect and enhance the
ecological integrity of these two watershed areas within Edina
3 Seek to meet the target in-lake nutrient levels currently being
worked on by the MCWD.
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Environmental Quality
Ground Water Policies
3 Cooperate with the Minnesota Department of Health in its
enforcement of the Safe Drinking Water Act, as amended in
1996, and protection of the city's wellheads.
3 Continue to enforce the odd-even sprinkling ban to conserve
water during high-demand summer months.
3 Seek to increase green space in the city to improve infiltration
of stormwater into the underground aquifers
3 Consider implementing water conservation ordinances and
requiring water conserving fixtures in new developments and
remodeling (already part of the building code?)
3 Consider a ban on sprinkling during the mid-day period to
reduce water loss from evaporation
5. Air
5.1 Outdoor Air Quality
The quality of the air in Edina is a significant determinant of the health and
comfort of its residents. Pollutants in the air can cause anything from minor
irritations or annoyances to serious respiratory health problems. In Edina,
the outdoor air quality is generally very good, however there are certain
sections of the city which are at particular risk for degradation of air quality -
mostly due to auto emissions during traffic congestion.
Emissions from automobiles are the primary cause of concern regarding
decreased air quality in Edina. With the proximity of three principal
roadways (TH100, 1-494, and 62) and the Southdale shopping area in
southeast Edina, traffic congestion in this area creates the greatest threat to
outdoor air quality in the city. Thus, it is important for Edina to seek ways
to reduce the number of cars on the road and the congestion that causes air
quality to deteriorate. The Southeast Edina Transportation corridor is a
good example of how the city is trying to improve air quality in the area by
improving transit and reducing congestion.
5.2 Indoor Air Quality
Indoor air quality is also an issue of importance to those who live and work
in Edina. In high enough concentrations, pollutants such as chemical vapors,
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Environmental Quality
mold spores, dust mites and many others can cause significant illness or
discomfort for those in a building if it is not properly ventilated. The
Environmental Protection Agency (EPA) has determined that the levels of
pollutants inside buildings may be 2-5 times higher than they are outdoors - a
serious problem considering that the typical person spends 90% of their time
inside a building. Ironically, efforts to make buildings more energy efficient
in recent years have aggravated this problem by sealing indoor air inside.
These tightly sealed buildings, along with inadequate ventilation, synthetic
building materials and furnishings, and chemical cleaning and personal care
products are the most common causes of poor indoor air quality.
5.3 Noise Pollution
There are many problems associated with high levels of noise in an urban
area, from minor irritations to significant health and physiological effects.
Prolonged exposure to excessive or repetitive noise can lead to hearing loss,
stress, and difficulty in communicating. Excessive noise also decreases
property values and makes business attraction and retention more difficult.
Sources of noise pollution in Edina include traffic, construction activities,
pets, airplanes, small engines (such as in lawn,care equipment or recreational
vehicles), garbage collection, and some industrial and commercial activities.
Section 1040 of the City Code seeks to minimize the effect that these sources
have on the community by establishing times when certain activities should
take place and prohibiting other activities. This section also adopts the Noise
Pollution Control Regulations of the Minnesota Pollution Control Agency -
Air Quality Division.
How are we doing?
The Pollution Control Agency does not currently maintain an air quality
monitoring station in Edina, so official measurements of outdoor air quality
in the city do not exist. Data on indoor air quality and noise pollution also
do not exist. Until such time as the data becomes available, the city will
attempt to identify the areas which are of concern for possible air quality
problems and seek to minimize the sources of air pollution in that area.
Air Policies
3 Cooperate with the Minnesota Pollution Control Agency's
enforcement of the Clean Air Act
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Environmental Quality
3 Actively pursue the completion of the transit corridor
connecting Edinborough Park and the Centennial Lakes
development with Southdale and Fairview hospital to reduce
traffic congestion in the area during peak periods
3 Consider requiring mechanical ventilation systems in new
homes
3 Look for ways to improve indoor air quality through better
building practices
3 Continue to enforce local ordinances which regulate the
times and types of noises that are allowed
3 Encourage homeowners to plant trees along roadways where
possible to help reduce traffic noise
6. Transportation
For those who live and work in Edina, or for those who are passing through,
the transportation methods they choose have a significant impact on the
environmental quality that is enjoyed both within Edina and throughout the
Twin Cities metropolitan area. Air and noise pollution, possible
contributions to global climate change, roadway congestion, and high
roadway maintenance costs are among the many impacts of these
transportation choices that can lower the quality of life for citizens of Edina.
Many of these negative outcomes could be substantially reduced by lowering
the dependence that people have on personal automobiles for their daily
transit needs.
The high use of the personal automobile for transit needs is related to many
factors, including the convenience, speed and flexibility they provide. Public
investments in infrastructure have also contributed to the convenience of
private autos by emphasizing the construction and maintenance of highways
rather than public transit infrastructure such as light rail, bikeways, or bus-
only lanes. Any efforts to increase the use of alternative transit methods
must compete with the convenience of the private auto if individuals are
going to choose these methods. Improved access to transit stops
through the construction of sidewalks and bike lanes, the provision of
services within walking or biking distance of home, and reductions in the
travel time of these alternative methods can all help in this regard.
How are we doing?
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Environmental Quality
Several options exist for Edina's residents to choose alternative forms of
transit in the city. The most extensive of these is the regional bus service
provided by Metro Transit. Bus routes connecting the regional employment
centers of downtown Minneapolis and the Bloomington-494 strip with Edina
run throughout the day at regular intervals. A transitway in southeast Edina,
which has been planned since the 1970's, is also close to becoming a reality.
This transitway would provide an alternative method of travel in the most
congested portion of the city at the most congested times of day. Despite
the existence of these alternatives however, the use of the private auto by
Edina's residents has not declined significantly.
An explanation for the high use of automobiles in Edina is partly due to the
availability of cars for Edina's residents. Still, the conditions that would
make alternative forms of transit more competitive with the private auto are
limited. For instance, walking and biking to work or to local services are
precluded by the lack of a comprehensive sidewalk or bikeway system in the
city. Also, bus routes and Park-and-Ride facilities do not always provide
convenient or competitive service connecting the city's residential areas with
the many places residents work. Until many of these factors are in place, it is
not likely that residents and employees in Edina will choose alternative transit
methods.
Transportation Policies
3 Determine forecasted traffic demand on local roadways and
develop a plan for meeting that demand
3 Consider constructing a comprehensive series of bikeways
and walking paths or sidewalks to improve access to shopping,
recreational, work, and school areas.
3 Work to complete the transitway between Centennial Lakes,
Southdale and Fairview hospital.
3 Promote a more efficient and convenient transit system which
would have more direct access from suburb to suburb as well as
suburb to downtown.
3 Consider providing local transit alternatives that would serve
Edina's residents and businesses.
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Environmental Quality
3 Work to provide facilities at city-owned buildings that make
alternative transit more appealing, i.e. bike parking, showers,
shuttles, etc...
7. Urban Forest
Maintaining a healthy and extensive urban forest can be one of the most
beneficial and cost-effective investments that a city can make in public
infrastructure. Considering the relatively low cost of planting and
maintaining trees, the list of benefits that flow from a healthy urban forest to
the city's residents and businesses is an impressive one. The natural beauty
that trees add to a neighborhood and property makes them more desirable
and livable and has been shown to increase property values. Strategic tree
landscaping that provides shade in the summer and windbreaks in the winter
can also help to reduce energy costs to a building owner. Preserving mature
trees as much as possible during new developments or property
improvements ensures that these benefits can begin as soon as possible.
While the private benefits of healthy trees alone justify investment in the
urban forest, there are also many public benefits. Trees filter pollutants out
of the air and store carbon dioxide - helping to reduce the buildup of this
greenhouse gas in the atmosphere. They also help to improve water quality
and reduce the chance of damage from floodwaters by catching rainwater in
their leaves and branches, collecting and storing water and nutrients inside
their trunks and stabilizing the soil with their roots. Reductions in noise
pollution, the creation of wildlife habitat and the beauty and comfort that
they provide for public areas all add to the list of these public benefits.
Given the large amounts of money that are spent each year by the city and its
residents on constructing and maintaining stormwater retention ponds,
repairing flood damaged roads and property, air conditioning and heating
homes, and installing physical barriers to reduce noise, trees represent an
excellent opportunity to achieve multiple benefits at a relatively low cost.
For the number and quality of benefits that trees provide, a strong and
healthy urban forest represents a wise public investment on the part of the
city.
How are we doing?
The extensive urban forest located in Edina is one of the many features that
makes the city such a desirable place to live. Homeowner interest in quickly
replacing storm damaged or diseased trees shows that the city's residents
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Environmental Quality
recognize many of the private and public benefits that trees provide them.
Maintaining this interest and recognition of the importance of trees is
essential to the continued maintenance and health of the urban forest.
Until recently, the city maintained ownership of all trees on public lands and
boulevards. Due to budget constraints however, the city has decided to
relinquish ownership of boulevard trees to the property owners that they are
adjacent to. While this has resulted in significant budgetary savings for the
city, it has also made any long-term urban forest planning difficult. If not
properly maintained by property owners, this could result in a decline in the
services that the urban forest provides.
Urban Forest Policies
3 Consider city ownership of boulevard trees so that the city has
more control over the makeup of the urban forest
3 As an option to city ownership of boulevard trees, consider a
matching grant program that would partially subsidize
homeowners for planting specific species of trees that would add
to the diversity and health of the urban forest.
3 Consider starting a tree nursery that could be used for city
plantings or sold to homeowners wishing to plant trees.
3 Attempt to replace trees felled in storms with species that will
contribute to the diversity and character of the urban forest.
8. Parks and Open Space
Parks and open spaces provide numerous benefits to an urban community,
ranging from recreational use values to the psychological and aesthetic
values of breaks in the urban landscape to the ecological values of flood
protection and wildlife habitat. Edina's 39 parks located throughout the city
are seen by its residents as a distinctive and valuable part of the community.
These parks are well used for many different types of activities, including
golf, softball, tennis, walking, playgrounds, and many other recreational uses.
They also provide some of the most extensive wildlife habitats in the city
along with the aesthetic beauty of green open space. It is important to the
city and its residents that these parks be maintained and preserved so that
Edina can retain the many services that they provide. The Edina Park Board
has stated an objective of devoting at least 15% of its land area to parkland
and open space'''. Current parkland area in the city amounts to about
12.5% of the total land area.'
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Environmental Quality
It is not only important to ensure a certain number of parklands in the city,
but also to ensure the quality of the services that these parklands provide.
City parks should be easily accessible from nearby neighborhoods by biking
or walking, provide recreational opportunities such as ballfields,
hiking/biking trails, playground equipment and picnic equipment, and act as
valuable wildlife habitat in the urban landscape.
How are we doing?
Edina's parks are generally well-maintained and in good repair. Several
infrastructural needs have been identified for the next planning period and are
detailed in the city's park plan. Most parks are easily accessible from nearby
neighborhoods, but additional sidewalks and bikeways would greatly
improve the safety and convenience of this access.
Parks and Recreation Policies
3 continue to prohibit the use of pesticides or petroleum-based
fertilizers on city parklands (with the exception of Braemar golf
course)
3 Continue to mulch grass clippings on parklands and compost
organic debris collected on park grounds as required by
Hennepin County.
3 Attempt to continually meet National Park and Recreation
Association guidelines for open space per 1000 residents
3 Consider developing a comprehensive tree planting plan for
the city's parks to ensure a diverse and healthy urban forest.
9. Land Use
Land use decisions in an urban community are the primary method for
accommodating growth of a city or region. These decisions determine what
type of development will be allowed and what won't and are intended to
benefit the majority of the population. In almost any case, any particular use
of land has environmental impacts. For instance, building structures and
impervious surfaces on floodplains prevents the natural infiltration of
floodwaters and can cause flood damage downstream. Another example is
how residential, commercial and industrial development can destroy or
seriously disrupt wildlife habitat. These examples are well known and often
have laws which address them.
Page 17
Environmental Quality
Sometimes however, land use regulations intended to benefit the larger
community work against environmental goals. Street width and minimum
parking space requirements, for instance, are generally implemented to aid in
the smooth flow of traffic. They often achieve their objective, but it comes
at the cost of higher rates of polluted runoff that reach waterbodies and the
waste of valuable green space. To accommodate growth and protect the
environment, it will be necessary for cities to begin reviewing development
plans that seek to address environmental issues while accommodating the
growth.
US Department of Energy, "Primary Energy Consumed in Minnesota by Source, 1995,"
Website: www.eia.doe.gov
Phone conversation, Stu Fraser, Northern States Power, August 1998
Calculation based on data from Minnesota Data Energy Book, p.54 and Minnesota State
Demographers Office. Edina calculations are based on the actual number of accounts with
NSP. Minnesota calculations are based on the total number of households in the state,
whether they purchase electricity or not.
Minnegasco records
" US Department of Energy, Energy Information Administration, "Household Vehicles
Energy Consumption 1994"
"6 US Department of Energy, "Comprehensive National Energy Strategy," p.4
Residential per capita waste generation estimates are based on a 1993 solid waste load
report at the Hennepin Energy Resource Co. (HERC) which estimated residential waste at
45% of total waste.
"ill Jupiter and Beyond, Edina Park Board, 1988, p. 21
ix Taken from 1980 update "COMPLAN" file.
AVIATION AND AIRPORTS
AVIATION AND AIRPORTS
With the rapid growth of the Minneapolis-St. Paul International. Airport
(MSP) since the last planning period, two distinct and conflicting - issues
have arisen for the City of Edina and its residents. The first is the
convenience and economic benefits that the City receives from having a
major international airport so close to its borders. This convenience has
facilitated a great deal of economic growth and allows Edina's residents and
businesses easy access to their national and international travel needs.
On the other hand, the noise of aircraft taking off from MSP has negatively
impacted Edina and led to a significant number of complaints from many
residents in the community. This impact has the effect of lowering the
desirability of certain properties and reducing their value from what it might
otherwise be. The Edina City Council is sensitive to these conflicting effects
and is continually seeking a balance between the two issues as airport
operations at MSP continue to grow.
1. Noise Attenuation
Noise pollution has become one of the most significant and problematic
issues relating to the growth and expansion of the MSP airport. As part of
this problem the Metropolitan Council has developed a series of Noise
Policy Areas surrounding MSP using the FAA's integrated noise model
(INM). These contours are used to estimate the level of impact noise has on
surrounding land uses, guide land-use policies and determine which
neighborhoods are eligible for noise mitigation programs and funds.
The most recent noise contours include just a small part of Edina, with only
the extreme eastern section of the City located in the outermost noise
exposure zone. Noise levels in this zone are estimated at 60-65 DNL, but
are considered transitional ""because potential changes in airport and aircraft
operating procedures could lower or raise noise levels."
While the official contours created by the Met Council are intended to
identify the areas of greatest exposure, it is evident that the impact of
departing aircraft is felt beyond those areas of Edina included in the 1996
noise contours. Many complaints from Edina residents outside of the
contours have been registered with the Metropolitan Airports Commission
(MAC) and are posted monthly in the Metropolitan Airport Sound
Abatement Council's (MASAC) Technical Advisor's Report. A number of
phone complaints have also been received at the Edina Health Department.
Page 2
Aviation and Airports
These residents are generally advised to register their complaint with the
MAC, but it is likely many complaints by residents of Edina are not reported,
and thus are not included.
2.1 Land Use Compatibility
In an attempt to minimize the impact that aircraft operations at MSP have on
surrounding communities, the Metropolitan Council has adopted Land Use
Compatibility guidelines which specify land uses acceptable in each of the
noise exposure zoned. Edina's location in Noise Exposure Zone 4 does not
strictly prohibit any new development, but does impose certain conditions on
most uses. Due to the fully developed nature of the land within the noise
exposure zone, and the high public and private costs of implementing land
use changes, the City does not plan to aggressively pursue these noise
mitigation efforts during the next planning period. In the event that it ever
becomes prudent to rezone or redevelop these areas however, Edina intends
to comply fully with the guidelines adopted by the Metropolitan Council.
While land use changes and/or building insulation consistent with the Met
Council guidelines could potentially eliminate noise impact indoors, it would
do little to alleviate outdoor noise pollution. Edina recognizes that land use
changes and building insulation can only go so far in mitigating the effects of
aircraft noise. Instead, the City will advocate for noise mitigation efforts
focused at the source as the most cost-effective and beneficial strategy for
noise impact mitigation. Thus, the City will push for strategies such as
further reductions in nighttime flights, quieter aircraft, and the use of larger
planes to accommodate growth rather than increased flights.
2. General Airspace Protection
Edina does not lie in any airspace of land use safety zones as defined by
Minnesota Rule 8800.2400. However, to ensure property airspace
protection, the city will adopt by reference Minnesota Rule 8800.1200,
"Criteria for Determining Air Navigation Obstructions." Edina will also
incorporate a procedure for reporting structures with an elevation of 250 or
more feet to the Minnesota Department of Transportation (Mn/DOT).
Currently, the structures exist or are expected to exist in Edina that exceed
500 feet in height and there are not structures over ten stories that require
emergency evacuation plans by helicopter.
Page 3
Aviation and Airports
To help ensure proper protection of airspace safety, section 815 of the Edina
City Code specifically restricts the height of antennas, dish antennas, and
towers. The maximum height allowed under this ordinance ranges between
12 and 125 feet.
3. Heliports
There is one heliport in the City of Edina, located at ground level on the
property of, and operated by, Fairview-Southdale Hospital. This heliport can
be classified as minor heliport, or "helistop," and is allowed in the local
zoning code under section 850.18.
4. Special Purpose Facilities
The City of Edina does not contain any privately owned airfields, seaplane
lakes or aviation support facilities such as radio beacons or other
navigational aids.
5. Airport Infrastructural Needs
MSP's infrastructural needs do not impact those of the City of Edina, so
integration of their needs with this plan is not necessary.
6. Local Participation Process
The City of Edina recognizes that its residents and businesses are affected by
the operation and location of the MSP airport, and will be involved with
airport planning and development as much as it is able.
AVIATION AND AIRPORTS
With the rapid growth of the Minneapolis-St. Paul International. Airport
(MSP) since the last planning period, two distinct and conflicting - issues
have arisen for the City of Edina and its residents. The first is the
convenience and economic benefits that the City receives from having a
major international airport so close to its borders. This convenience has
facilitated a great deal of economic growth and allows Edina's residents and
businesses easy access to their national and international travel needs.
On the other hand, the noise of aircraft taking off from MSP has negatively
impacted Edina and led to a significant number of complaints from many
residents in the community This impact has the effect of lowering the
desirability of certain properties and reducing their value from what it might
otherwise be. The Edina City Council is sensitive to these conflicting effects
and is continually seeking a balance between the two issues as airport
operations at MSP continue to grow.
1. Noise Attenuation
Noise pollution has become one of the most significant and problematic
issues relating to the growth and expansion of the MSP airport. As part of
this problem the Metropolitan Council has developed a series of Noise
Policy Areas surrounding MSP using the FAA's integrated noise model
(INM). These contours are used to estimate the level of impact noise has on
surrounding land uses, guide land-use policies and determine which
neighborhoods are eligible for noise mitigation programs and funds.
The most recent noise contours include just a small part of Edina, with only
the extreme eastern section of the City located in the outermost noise
exposure zone. Noise levels in this zone are estimated at 60-65 DNL, but
are considered transitional ""because potential changes in airport and aircraft
operating procedures could lower or raise noise levels."
While the official contours created by the Met Council are intended to
identify the areas of greatest exposure, it is evident that the impact of
departing aircraft is felt beyond those areas of Edina included in the 1996
noise contours. Many complaints from Edina residents outside of the
contours have been registered with the Metropolitan Airports Commission
(MAC) and are posted monthly in the Metropolitan Airport Sound
Abatement Council's (MASAC) Technical Advisor's Report. A number of
phone complaints have also been received at the Edina Health Department.
Page 2
Aviation and Airports
These residents are generally advised to register their complaint with the
MAC, but it is likely many complaints by residents of Edina are not reported,
and thus are not included.
2.1 Land Use Compatibility
In an attempt to minimize the impact that aircraft operations at MSP have on
surrounding communities, the Metropolitan Council has adopted Land Use
Compatibility guidelines which specify land uses acceptable in each of the
noise exposure zoned. Edina's location in Noise Exposure Zone 4 does not
strictly prohibit any new development, but does impose certain conditions on
most uses. Due to the fully developed nature of the land within the noise
exposure zone, and the high public and private costs of implementing land
use changes, the City does not plan to aggressively pursue these noise
mitigation efforts during the next planning period. In the event that it ever
becomes prudent to rezone or redevelop these areas however, Edina intends
to comply fully with the guidelines adopted by the Metropolitan Council.
While land use changes and/or building insulation consistent with the Met
Council guidelines could potentially eliminate noise impact indoors, it would
do little to alleviate outdoor noise pollution. Edina recognizes that land use
changes and building insulation can only go so far in mitigating the effects of
aircraft noise. Instead, the City will advocate for noise mitigation efforts
focused at the source as the most cost-effective and beneficial strategy for
noise impact mitigation. Thus, the City will push for strategies such as
further reductions in nighttime flights, quieter aircraft, and the use of larger
planes to accommodate growth rather than increased flights.
2. General Airspace Protection
Edina does not lie in any airspace of land use safety zones as defined by
Minnesota Rule 8800.2400. However, to ensure property airspace
protection, the city will adopt by reference Minnesota Rule 8800.1200, ' ,
"Criteria for Determining Air Navigation Obstructions." Edina will also
incorporate a procedure for reporting structures with an elevation of 250 or
more feet to the Minnesota Department of Transportation (Mn/DOT).
Currently, the structures exist or are expected to exist in Edina that exceed
500 feet in height and there are not structures over ten stories that require
emergency evacuation plans by helicopter.
Page 3
Aviation and Airports
To help ensure proper protection of airspace safety, section 815 of the Edina
City Code specifically restricts the height of antennas, dish antennas, and
towers. The maximum height allowed under this ordinance ranges between
12 and 125 feet.
3. Heliports
There is one heliport in the City of Edina, located at ground level on the
property of, and operated by, Fairview-Southdale Hospital. This heliport can
be classified as minor heliport, or "helistop," and is allowed in the local
zoning code under section 850.18.
4. Special Purpose Facilities
The City of Edina does not contain any privately owned airfields, seaplane
lakes or aviation support facilities such as radio beacons or other
navigational aids.
5. Airport Infrastructural Needs
MSP's infrastructural needs do not impact those of the City of Edina, so
integration of their needs with this plan is not necessary.
6. Local Participation Process
The City of Edina recognizes that its residents and businesses are affected by
the operation and location of the MSP airport, and will be involved with
airport planning and development as much as it is able.
TRANSPORTATION
r ft
City of Edina
Transportation Plan
March 1999
Prepared by:
SRF Consulting Group Inc.
TABLE OF CONTENTS
PAGE
I. INTRODUCTION 1
H. POLICY FRAMEWORK 3
COMMUNITY CHARACTERISTICS AND GROWTH ASSUMPTIONS 7
IV. ANALYSIS OF EXISTING AND FUTURE ROADWAY NEEDS 12
V. ROADWAY SYSTEM PLAN 19
VI. TRANSIT AND TDM PLAN 31
VII. PEDESTRIAN, BICYCLE AND GOODS MOVEMENT 39
VIII. PLAN IMPLEMENTATION 41
APPENDICES
Appendix A Capital Improvements Program
Appendix B Travel Forecasting Process
Appendix C Access Control guidelines
Appendix D Functional Classification Criteria
LIST OF FIGURES
PAGE
Figure 1 Location in Metropolitan Area 8
Figure 2 Land Use Plan 9
Figure 3 Existing Traffic Volumes 14
Figure 4 Integrated Corridor Traffic Management Project Area 17
Figure 5 Traffic Forecast 18
Figure 6 Functional Classification 20
Figure 7 Recommended Roadway Improvements 29
Figure 8 Traffic Signals 30
Figure 9 Transit Facilities 33
Figure 10 Pedestrian/Bicycle Facilities 40
Figure 11 Potential Highway Jurisdiction Revisions 43
LIST OF TABLES
Table 1 Historic Population, Households, Employment: 1990-1997 10
Table 2 Communities with Highest Increases in Employment 11
Table 3 Forecast Population, Households, Employment: 1997-2020 11
Table 4 Summary of Spacing Criteria 21
Table 5 Comparison of Mileage by Functional Classification 25
Table 6 Potential County to City Jurisdictional Transfers 42
ii
I. INTRODUCTION
BACKGROUND
The City of Edina is located in south-central Hennepin County, southwest of downtown
Minneapolis, in the first ring of suburban municipalities. It is located entirely within the
1-494/1-694 beltway, and covers approximately 16 square miles.
Several regional highways provide Edina with a high degree of accessibility to the
metropolitan area and to outstate Minnesota. These include TH 100 and TH 62, principal
arterials that have an interchange in the central section of the City. Two other principal
arterials significantly affecting the City are TH 169, located approximately at the western
boundary of Edina, and 1-494, which lies immediately south of the City.
While the edge of urbanization has long since passed through Edina, the City is expected
to continue its pattern of sustained growth into the next century. In addition to growth-
related transportation challenges, Edina will need to address issues related to:
accommodating infill and redevelopment opportunities, problems associated with
through-traffic, and addressing the transportation needs of those needing or choosing
other transportation modes.
The transportation plan has two purposes:
• To fulfill the requirements of Minnesota Statutes Section 473.859 (subdivision 3)
requiring a public facilities plan section within a comprehensive plan to be submitted
for Metropolitan Council approval.
• To assist the City to make correct decisions transportation-related decisions today by
anticipating the character, magnitude and timing of future transportation demand.
The City has developed a land use forecast for the year 2020. This land use projection
was used to forecast travel demand on existing and future streets and roads and resulted
in the definition of future needs. The transportation plan will allow the City to
appropriately guide land use patterns and to take the necessary steps to acquire or
preserve the right-of-way needed for future transportation facilities.
City of Edina Transportation Plan 1 DRAFT
03/24/99
APPROACH
The transportation plan demonstrates how the City of Edina will provide for an integrated
transportation system that will serve the needs of its residents, support the City's
development plans, and complement the metropolitan transportation system that lies
within its boundaries. To accomplish these objectives, the transportation plan addresses
the following questions:
• Define the relationship to the proposed local transportation system to the density and
distribution of future land uses and the anticipated metropolitan transportation system.
• Develop a functional hierarchy of streets and roads and define their access to the
regional system to ensure that they support the existing and anticipated development
of the area; serve both short trips and trips to adjacent communities; and complement
and support the metropolitan highway system.
• Establish a system improvement and completion program that ensures that higher
priority projects are constructed first; maintains a consistent and coherent roadway
system during the roadway system development process; and provides for adequate
funding for all needed improvements.
• Identify what transit services and travel demand management strategies, are
appropriate for implementation in Edina in order to increase the number and
proportion of people who use transit or share rides, and reduce the peak level of
demand on the entire transportation system.
• Identify the strategies and policies that need to be implemented to properly integrate
the trail system (pedestrian, bicycle, etc.) with the proposed roadway system, to
ensure the provision of trails in a sequence consistent with the development of the
roadway system, and to create a rational network of sidewalks.
Because this analysis deals not only with streets and highways, trails, transit, traffic
management and other topics, the results will constitute a transportation plan. The plan
will serve as the transportation element of the Edina Comprehensive Plan.
City of Edina Transportation Plan 2 DRAFT
03/24/99
IL POLICY FRAMEWORK
The Edina Transportation Plan was developed taking into consideration the Metropolitan
Council's Transportation Policy Plan (December 1997) and the proposed Hennepin.
County Transportation Plan (draft November 1998).
REGIONAL AND COUNTY FRAMEWORK
The Metropolitan Council's Transportation Policy Plan identifies a policy framework
within which the Edina Transportation Plan was developed. The key policy directions of
the Metropolitan Council plan are to:
1. Reduce travel demand;
2. Increase transportation capacity through better system management;
3. Replace and improve the existing highway system;
4. Improve the transit system; and
5. Expand highway capacity in selected areas.
The Plan is also generally consistent with the proposed Hennepin County Transportation
Plan (draft, November 1998). Elements of the Hennepin County plan include:
• Multi-modal planning • Permits and reviews
• Functional classification • Environmental requirements
• Access management • System improvements
• System jurisdiction
Areas where the Edina transportation plan and Hennepin County Transportation Plan
differ, namely roadway jurisdiction, classification and access management, will need to
be resolved as part of plan implementation.
CITY OF EDINA TRANSPORTATION POLICIES
The City of Edina Transportation Plan is based on general policy areas. These policies
relate to the different components of the transportation system,
Roadway Design
1. Design roadway facilities constructed in conjunction with new developments
according to the intended function.
2. Upgrade existing roadways when warranted by demonstrated volume, safety or
functional needs, taking into consideration environmental limitations.
City of Edina Transportation Plan 3 DRAFT
03/24/99
3. Emphasize improvements to management, maintenance and utilization of the existing
street and highway system.
4. Design residential street systems to discourage through traffic and .to be compatible
with other transportation modes including transit, bicycle and walking, including
traffic calming measures on local streets and, in some cases, collector streets.
5. Use adequate transitions and buffers including but not limited to earth berms, walls,
landscaping and distance to mitigate the undesirable impact of high volume
roadways.
6. Promote use of sound mitigating features for residential development adjacent to high
volume roadways, and make property owners and land developers responsible for
noise attenuation at new developments near high volume roadways.
Roadway Function and Access
7. Provide logical street networks to connect residential areas to the regional highway
system and local activity centers.
8.. Adequately control access points to the regional roadway system (including minor
arterials) in terms of driveway openings and side street intersections.
9. Provide access to the local street system (including collector and local streets) in a
manner that balances the need to safely and efficiently operate the street system with
the need for access to land.
10. Encourage intra-area trips on minor arterials rather than the principal arterial system,
and promote serving regional trips on the metropolitan highway system.
11. Separate, to the extent possible, conflicting uses on the public street system in order
to minimize safety problems. Give special attention to pedestrian and bicycle routes.
12. Provide access to redeveloping sites using current functional classification and
standards rather than the existing access at the sites.
Roadway Maintenance and Operation
13. Cooperate with other agencies having jurisdiction over streets and highways in Edina
to assure good roadway conditions and operating efficiency.
14. Continue the implementation of the 1-494 frontage road system and Integrated
Corridor Traffic Management system through ongoing coordination with Mn/DOT,
Hennepin County, and the cities of Richfield and Bloomington.
City of Edina Transportation Plan 4 DRAFT
03/24/99
15. Maintain roads by repairing weather-related and other damage.
16. Use economic and environmentally sound management techniques for snow and ice
removal.
17. Replace substandard bridges and bridges that present safety or traffic problems.
Transit/TDM
18. Participate in the 1-494 Commission to encourage all forms of travel demand
management in order to reduce vehicle miles of travel, reduce petroleum
consumption, and improve air quality.
19. Review all major new developments in light of the potential for ridesharing including
bus accessibility, preferential parking for carpools/vanpools, and mixed-use
development.
20. Support HOV bypasses and other preferential treatments for transit and high
occupancy vehicles on streets and highways.
21. Include transit planning in the construction or upgrading of streets and highways.
22. Pursue development of a demonstration project to provide a circulator system within
the Southdale/Centennial Lakes major activity center.
Parking
23. Review new developments for adequacy of parking based upon need, the potential for
joint use of parking facilities and opportunities to encourage ridesharing.
24. Continue to limit on-street parking in and near congested commercial areas.
Pedestrian/Bicycle
25. Provide accessibility to pedestrians and bicycles at major activity centers, including
necessary storage facilities.
26. Create pedestrian and bicycle interconnections among major generators, with
continuity across major roadways and other barriers.
27. Provide sidewalks and safe crossing in high pedestrian danger areas, including high-
traffic streets, commercial areas, areas with transit access and in high density
residential locations.
City of Edina Transportation Plan 5 DRAFT
03/24/99
28. Provide adequate signage along all bike paths including areas of conflict with
pedestrians and automobile traffic.
Goods Movement
29. Serve major truck users and intermodal facilities with good minor arterial access to
the metropolitan highway system.
Funding and Jurisdiction
30. Pursue and support regional or multi-community funding sources for improvements
that provide regional or multi-community benefit
31. Support of research efforts into more efficient and cost-effective management,
maintenance and replacement of street surfaces
32. Support governmental jurisdiction over roadways that reflect the role of the roadway
in the overall transportation system
33. Develop and support legislation permitting a transportation utility
City of Edina Transportation Plan 6 DRAFT
03/24/99
HI. COMMUNITY CHARACTERISTICS AND GROWTH
ASSUMPTIONS
The City .of Edina is located in south-central Hennepin.. County in Minnesota (see
Figure 1). The city is a first-ring suburb encompassing approximately 16 square miles.
The Cities of Street Louis Park and Hopkins are to the north, Minneapolis and Richfield
lie to the east, Bloomington is to the south and Eden Prairie, Hopkins and Minnetonka are
lie to the west.
The entire City of Edina is located well within the Metropolitan Urban Service Area
(MUSA) defined by the Metropolitan Council. The purpose of the MUSA is to define the
areas within the Twin Cities Metropolitan Area that are eligible for "urban services",
specifically sewers, municipal water systems and particular types of transportation
systems. This boundary line is defined and maintained by the Metropolitan Council to
assist in the orderly development of the metropolitan area.
LAND USE
The planned land use in Edina is depicted in Figure 2. The land use plan defines areas
where the City will encourage specific types of land uses to be developed. The general
categories of land uses defined by the City are residential, office, commercial, mixed use,
industrial, and public and parks. The Land Use Plan is a tool that the City uses to "guide"
future development so that it is consistent with current and future land uses in the City.
Existing Land Use
Existing land use patterns within Edina are influenced by several factors, including:
• pre-World War II urban development in the northeast portion of the City,
• post-war automobile-oriented development patterns in areas served by the trunk
highway system, and
• infill development of the former gravel mining area in the southeast corner of the
City.
Residential development has occurred in all areas of the City. Single family
developments, with pockets of medium or high density occur throughout most of the city.
The Southdale/York Avenue area is the location of most of the higher density residential
development in the City.
City of Edina Transportation Plan 7 DRAFT
03/24/99
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Office development in Edina is concentrated primarily south of W. 70th street, between
Cahill road and TH 100, with pockets along TH 169 and W 77th Street.
Major concentrations of commercial activity occur at the France Avenue/West 50th Street
intersection, the TH 100/Vernon Avenue area, and the Southdale regional shopping
center area south of West 66th Street, and east of France Avenue.
The major institutional land use is Fairview-Southdale Medical Center area, located at
TH 62 and France Avenue.
SOCIOECONOMIC CHARACTERISTICS
Table 1 illustrates the historic growth of Edina since 1970. Between 1970 and 1990 the
City experienced an increase in the number of households from 13,000 to nearly 20,000,
an annual growth of 2.1 percent as the city's remaining major tracts of single family
housing developed. Population has not increased at the same rate as households, due to
lower household sizes in general, and an increasing amount of apartment-style housing
units in the city. In the past seven years, growth has been 0.7 percent, a rate only about
one-third of the previous two decades experience.
Employment growth was extremely strong between 1970 and 1990, when employment
approximately doubled from 22,000 to 44,500 jobs in the city. This strong pattern has
continued in the 1990's with over 8,000 additional jobs added (a 2.5 percent per year
increase). This job increase has led to a change in the commuting nature of Edina. In
1970, the city had two persons for every job and by 1997 the ratio had decreased to less
than one person for every job. In other words, Edina has clearly become a net importer of
commuters.
TABLE 1
HISTORIC POPULATION, HOUSEHOLDS, EMPLOYMENT: 1970-1997
Average Annual Growth
1970 1980 1990 1997 1970.1990 1990-1997
Population 44,046 46,073 46,070 47,113 0.2% 0.3%
Households 13,002 17,961 19,860 20,866 2.1% 0.7%
Employment 22,060 36,061 44,534 52,819 3.6% 2.5%
Average Household
Size 3.39 2.57 2.32 2.26
Ratio of People 2.00 1.28 1.03 0.89
To Jobs
Source: Metropolitan Council
City of Edina Transportation Plan 10
DRAFT
03/24/99
Employment
1990 1997 Change
75,837 90,853 15,016
278,438 288,836 10,398
35,536 45,283 9,747
38,103 46,994 8,891
44,534 52,819 8,285
36,095 44,319 8,224
7,750 13,816 6,066
Community
Bloomington
Minneapolis
Minnetonka
Plymouth
Edina
Eden Prairie
Maple Grove
Average Annual
Growtn
1997 2000 2010 2020 1997-2020
47,113 47,500 48,500 49,000 0.2%
20,866 21,000 21,300 21,500 0.1%
52,819 56,000 58,500 60,000 0.6%
2.26 2.26 2.28 2.28
0.89 0.85 0.83 0.82
Population
Households
Employment
Average Household
Size
Ratio of People to Jobs
The strong growth of employment in Edina since 1990 is among the highest in Hennepin
County. As shown in Table 2, only four communities in the county exceeded Edina in
terms of employment growth.
TABLE 2
COMMUNITIES WITH HIGHEST INCREASES IN EMPLOYMENT
HENNEPIN COUNTY
Source: Metropolitan Council
Edina, with the exception of some infill and redevelopment opportunities, is a fully
developed community. As shown in table 3, both household and job formation are
expected to be less than one percent per year.
TABLE 3
FORECAST POPULATION, HOUSEHOLDS, EMPLOYMENT: 1997-2020
Source: Metropolitan Council
City of Edina Transportation Plan 11
DRAFT
03/24/99
IV. ANALYSIS OF EXISTING AND FUTURE ROADWAY NEEDS
Determining future roadway needs is based on both an analysis of existing roadway needs
and an understanding of how traffic demand will grow in the future. A good indicator of
existing need is traffic congestion. Identifying future need requires an understanding of
how the city is expected to grow. The preceding section outlined both the future land use
pattern and the expected distribution of population and employment. Forecasts of traffic
based on these socioeconomic forecasts were made for the existing roadway system
including improvements that are already programmed. This allows the detection of
problems that would develop if no further system improvements were made. This section
identifies both existing and future roadway system needs.
EXISTING ROADWAY SYSTEM
As with all municipalities, jurisdiction over the roadway system is shared among three
levels of government: the state, the county and the city. The Minnesota Department of
Transportation (Mn/DOT), maintains the interstate and trunk highway system on behalf
of the state; Hennepin County maintains the County State Aid Highway (CSAH) and
County Road systems. The remaining streets and roadways are the responsibility of the
City.
State Highways
The City is served by three principal arterials on the state highway system. These
highways also serve as the Metropolitan Highway System:
• TH 62 runs east-west through the center of Edina. Near the City of Edina, TH 62
connects with 1-494 (approximately two miles west of the City), TH 169 (at the
western boundary of the City), TH 100 (in the eastern portion of the City) and I-35W
(approximately one mile east of the City). The highway is an important east-west
connector of suburban areas within I-494/694 ring road and serves to relieve traffic
demand on 1-494. Interchanges in Edina include TH 169, Gleason Road.,
Tracy Avenue, TH 100, Valley View Road, France Avenue, and Xerxes Avenue.
• TH 169 runs north-south along or near the City's boundary with Eden Prairie,
Minnetonka and Hopkins. This route is an important access route to the western
suburbs within the 1-494/694 ring road. Access points in Edina are at West 7th Street
South/Lincoln Drive, Londonberry Road, TH 62, Valley View Road and partial
access at West 78th Street. The I-494/TH 169 interchange is located at the southwest
corner of the City.
City of Edina Transportation Plan 12 DRAFT
03/24/99
• TH 100 is also a north-south principal arterial serving suburb-to-suburb movements.
Access points in Edina include W. 77th Street/Edina Industrial Blvd., W. 70th Street,
TH 62, Benton Avenue, and 50th Street/Eden Avenue. The I-494/TH 100
interchange lies in Bloomington, just south of the city limits.
County Highways
Five roadways on the Hennepin County system serve Edina:
• County State Aid Highway (CSAH) 17, France Avenue, which runs north-south the
entire length of the city and serves the Southdale area.
• CSAH 20, Blake Road./Interlachen Blvd., which includes the portion of Blake Road
north of Interlachen Boulevard and the portion of Interlachen Boulevard between
Blake Road and Vernon Avenue.
• CSAH 31, which runs north-south generally at or near the eastern boundary of the
City, following York Avenue except for transitions to and from Xerxes Avenue at
1-494 and at TH 62.
• CSAH 53, West 66th Street,. which runs east-west from France Avenue into Richfield
• CSAH 158, which follows Gleason Road from TH 62 to Vernon Avenue, then
Vernon Avenue to its intersection with TH 100.
The remainder of the roadway system in the City falls under local jurisdiction.
Traffic volumes at selected locations on the Edina street system are shown in Figure 3.
These values are obtained from traffic counts made by the Minnesota Department of
Transportation (Mn/DOT), Hennepin County and the City of Edina.
EXISTING TRAFFIC PROBLEMS
Metropolitan Highway System Congestion
Peak period congestion occurs on nearly all of the Metropolitan Highway System as
highlighted in Figure 3. In addition to mainline congestion, queuing from the ramp
meters provides a source of localized congestion on the city street system as discussed
below.
City of Edina Transportation Plan 13 DRAFT
03/24/99
City of Edina Transportation Plan Figure 6
March 1999
Functional Classification
SRF No. 0983117
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Local Street System Congestion
Several areas of congestion can be found on the arterial system in Edina:
Freeway interchange queues — Peak period queuing occurs at most freeway on ramps. In
particular, the older freeway interchanges with TH 62 at Xerxes and France Avenue have
inadequate bridge width and storage capacity to accommodate vehicles waiting at the
queue. Similar problems exist along TH 100 at West 70th Street and West 77th Street.
The France Avenue interchange at TH 62 is currently being upgraded.
Through traffic on local streets — Several residential areas experience, or perceive that
they experience, large amounts of through traffic. These neighborhoods include:
Parkwood Knolls (traffic avoiding the TH 169/Bren Road interchange), the Tracy
Avenue/Valley View Road area, and White Oaks/Country Club area.
West 50th Street/France Avenue intersection — This intersection, in the middle of a
popular older commercial area, is affected by high pedestrian traffic levels as well as high
vehicular traffic volumes.
TH 62/France Avenue Interchange/Southdale Area — The flow of traffic on France
Avenue south of TH 62 is compounded by traffic accessing major medical, office and
retail traffic generators along France.Avenue.
West 70th Street, east of TH 100, is generally a two-lane road carrying approximately
18,000 vehicles per day, exceeding the capacity of the roadway.
West 77th Street and Edina Industrial Boulevard interchange with TH 100 — This
interchange experiences congestion related to freeway access and local traffic.
Other roadway segments in Edina are currently congested as shown in Figure 3.
PLANNED AND PROGRAMMED IMPROVEMENTS
A variety of roadway projects are either currently under construction, programmed for
completion in the next few years, or are proceeding through the planning process. From
the standpoint of identification of future need, roadways that are programmed or under
construction are considered part of the existing system because they will be in place by
the year 2020, which is the horizon year for this plan.
Capacity improvements on the Metropolitan Highway System include:
• Completion of capacity expansion on 1-494 from TH 77 to 1-394. The segment from
TH 100 to TH 212 is programmed for completion in 2003, with the remainder to be
finished by 2020. This segment is to be constructed as a demonstration of a managed
City of Edina Transportation Plan 15 DRAFT
03/24/99
corridor designed to promote HOV and transit use. For the purpose of preparing
travel forecasts for the transportation plan, the entire segment of 1-494 is assumed as a
managed HOV corridor. However, Mn/DOT and the Metropolitan Council have not
made a final decision on whether the expansion will be HOV lanes or a. managed
corridor.
• Completion of capacity expansion on I-35W from 46th Avenue So. to 1-494, which is
scheduled in 2003. This expansion involves an HOV lane addition plus modifications
to the I-35W/TH 62 interchange.
• An HOV ramp meter bypass is scheduled for the southbound to eastbound ramp at
TH 169/TH 62 interchange in 1999.
The regional Transportation Policy Plan classifies TH 100, TH 62 and TH 169 in the
"improvement" level of investment priority. This classification means that while no
expansion of these highways is currently planned, improvements to those facilities may
be made that would improve traffic flow. A total of $53 million in preservation and
improvement is planned (but not programmed) for TH 62 between 1-494 and I-35W
through the year 2020.
Both I-35W and 1-494 were subjects of environmental impacts statements completed in
the early 1990s. The improvements being constructed on those roadways are the result of
a staged construction due to funding limitations.
Hennepin County does not have any projects in Edina included in its 1999-2003 Capital
Improvement Program (CIP). Improvements in the France Avenue/TH 62 area were
included in previous CIPs and are under construction.
The City of Edina has 33 projects included in its 1999-2003 Capital Improvement
Program. The most significant roadway project is the completion of the 78th
Street/Braemar Frontage Road that is the last link in a continuous frontage road along
1-494 and TH 169 from TH 100 to TH 62. In addition, signal projects are included at the
following intersections: Computer Avenue/77th, Edinborough Way/76th, Gleason/West
78th Street, Parklawn/77th, and Vernon Avenue/Gleason. Road.
Appendix A includes a complete listing of the $12.9 municipal state aid system
improvements programmed through the year 2003.
The Integrated Corridor Traffic Management System is an eight-mile long corridor
between 34th Avenue South (near the Minneapolis-St. Paul International Airport) and
West Bush Lake Road along 1-494. A series of improvements to selected east-west
roadways has created a continuous frontage road system along 1-494 through Edina,
Bloomington and Richfield. Traffic signalization along the corridor is interconnected
with the ramp metering system on 1-494 to create a "smart" reliever arterials system to
City of Edina Transportation Plan 16 DRAFT
03/24/99
reduce the effects of congestion on the freeway. Elements include motorist information
and signal timing adjustments to reduce ramp meter delay and to improve .traffic
operation. The system is now operational and expansion of the system is being
considered. The project is a joint venture among Mn/DOT, Hennepin County,
Bloomington, Richfield and Edina. Each contributes to the ongoing coordination and
operation of the project.
FIGURE 4
INTEGRATED CORRIDOR TRAFFIC MANAGEMENT PROJECT AREA
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Primary project routes are marked in black while secondary routes are shaded. Dashed lines are proposed routes. .
2020 TRAFFIC FORECASTS
Traffic forecasts were made to determine the adequacy of the street and highway system
to accommodate the development that is expected to be in place in the future. Forecasts
were made for the year 2020.
Initial forecasts were prepared assuming no changes in the Edina transportation system
other than those already programmed. Following the initial forecasts, necessary roadway
improvements were assumed and a final forecast was made for 2020.
All planned improvements to the metropolitan highway system were assumed. The
improvements most likely to affect traffic in Edina are the expansion of 1-494 between
TH 77 and TH 212, and the expansion of 1-35W from 1-494 to West 46th Street. Both
will add necessary capacity to the regional highway system, reducing the amount of
regional traffic on the local roadway system.
The travel forecast is shown in Figure 5. The forecasting process is described in
Appendix B.
City of Edina Transportation Plan 17 DRAFT
03/24/99
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City of Edina Transportation Plan Figure 3
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City of Edina Transportation Plan Figure 5
March 1999
Forecast 2020 Daily Traffic Volumes
TABLE 4
SUMMARY OF SPACING CRITERIA
Metro Centers/
Spacing (Miles)
Regional Fully
Functional Business Developed Developing Rural
Classification Concentrations Areas Areas Areas
Principal Arterial 2-3 3 — 6 6-12
Minor Arterial 1/4 - 1/2 1/2 - 1 1 — 2 As needed
Collector 1/4 - 1/2 1/4 - 3/4 1/2 —1 As needed
It should also be recognized that in a fully developed area it may not always be possible
to mesh the existing access and land uses along a roadway with the way in which a
roadway is used. A street system developed 25 or more years ago may now be used in a
manner different than that envisioned when the roadway was constructed. In that case,
the functional classification of a road must be considered along with safety concerns and
the practicality of travel behavior.
The City of Edina functional classification system includes the following categories:
1. Principal Arterials
2. Minor Arterials
a. "A" Minor Arterials
b. "B" Minor Arterials
3. Collector Streets
4. Local Streets
Principal Arterials
Principal arterials are the highest roadway classification and are considered part of the
metropolitan highway system. These roads are intended to connect the central business
districts of the two central cities with each other and with other regional business
concentrations in the metropolitan area. These roads also connect the Twin Cities with
important locations outside the metropolitan area. Principal arterials are generally
constructed as limited access freeways in the developed area, but may also be constructed
as multiple lane divided highways.
City of Edina Transportation Plan 21 DRAFT
03/24/99
The City of Edina is served by four principal arterials:
• TH 62
• TH 100
• TH 169
• 1-494
Interchanges between TH 62 and TH 169, TH 62 and TH 100, TH 169 and 1-494, and
TH 100 and 1-494 are all located in or near the City of Edina.
"A" Minor Arterials
Minor arterials are also designed to emphasize mobility over land access, serving to
connect cities with adjacent communities and the metropolitan highway system. Major
business concentrations and other important traffic generators are located on minor
arterials. In the developing area, one to two mile spacing is considered sufficient.
The Metropolitan Council has identified minor arterials that are of regional importance
because they relieve, expand, or complement the principal arterial system. These roads
have been labeled "A" minor arterials and have been categorized into four types:
• Relievers — Minor arterials that provide direct relief for metropolitan highway traffic;
• Expanders — Routes that provide a way to make connections between developing
areas outside the 1-494, 1-694 interstate ring;
• Connectors — Roads that would provide good, safe connections to and among town
centers in the transitional and rural areas in the area; and,
• Augmenters — Roadways that augment principal arterials within the interstate ring or
beltway.
Connectivity among the "A" minor arterials and the principal arterials allows the minor
arterial network to function in a manner similar to the grid system it emulates.
As indicated earlier, the "A" minor arterial system is designated to serve long distance
trips and to concentrate traffic traveling within the City. Volumes are expected to be
highest on these roads and for this reason each of the routes identified is expected to
ultimately be built as a four-lane divided roadway.
The City of Edina is served by four "A" minor reliever arterials as currently classified by
the Metropolitan Council:
• CSAH 17 (France Avenue), which connects to 1-494 and TH 62, and relieves TH.100
• 76th/77th/78th Streets frontage road system from East Bush Lake Road to the east as
far as TH 77, which connects to TH 100 in Edina and runs and relieves 1-494
City of Edina Transportation Plan 22 DRAFT
03/24/99
• 66th Street, which connects to France Avenue, TH 100 and, in Richfield, 1-35W
• CSAH 158 (Gleason Road/Vemon Avenue), which connects to TH 62 and TH 100
The adopted Metropolitan Functional Classification System map does not include the
following segments as "A" minor arterials. However, the City of Edina proposes that
they be added to the system as "A" minor reliever segments for the reasons described:
Roadway Segment Reasons for Designation
• Valley View Road France Avenue to TH 62
Continuity of 66th Street "A" Minor
reliever designation to TH 62
• West 78th Street East Bush Lake Road to Continuation of 76th/77th/78th frontage
Washington Avenue Road system along future frontage
road, connecting to existing "A" minor
arterial Valley View Road in Eden
Prairie.
• Washington South of Valley View Serves to relieve TH 169, especially
Avenue Road around 1-494 interchange.
• West Bush Lake South of West 78th Street Complements West Bush Lake Road ,
Road and serves to relieve TH 169/1-494
interchange.
Although West Bush Lake Road is in Bloomington it, and the other proposed
designations for roads in Bloomington north of 1-494, affects the ability of the Edina
roadway system to perform effectively. These proposed designations would need to be
included by Bloomington in its transportation plan.
Edina is served by one "A" minor augmenter: 50th Street, between TH 100 and the City
of Minneapolis.
The draft Hennepin County Transportation Plan includes the Gleason Road/Vernon
Avenue (CSAH 158) roadway segment as a "B" minor arterial. However, the City of
Edina concurs with the Metropolitan Council's designation of the road. Vernon Avenue
receives a significant amount of non-local traffic from the Minnetonka/Eden Prairie areas
related to commuters avoiding the congested principal arterials and metered ramps in the
area.
"B" Minor Arterials
The Metropolitan Council defines considers all minor arterials other than "A" minor
arterials as "B" minor arterials. These roadways also serve a citywide function. Medium
to long distance trips use the "B" minor arterial system. When combined with the "A"
City of Edina Transportation Plan 23 DRAFT
03/24/99
minor arterial system, most places in the City are within 1/2 to one mile of such a roadway.
"B" minor arterials can be appropriate at spacings of 1/4 mile in regional business
concentrations such as the Southdale/France Avenue corridor.
Ideally, these routes would be constructed either as four-lane undivided roads (or as
three-lane roadways where there is insufficient right-of-way) when the system is
complete. However, the design of the roadways should be a function of the volume
rather than the function of the roads.
The topography of western Edina, coupled with its fully developed status makes it
difficult to identify routes that would naturally serve as "B" minor arterials.
Nevertheless, it is important to create a sense of roadway hierarchy in the community.
While a roadway may carry traffic volumes more consistent with a collector designation,
if it is used by a high number of vehicles passing through the area of the community, it
functions as a "13" minor arterial.
Roadway segments designated as "B" minor arterials in this plan include:
• Blake Road, from the City of Hopkins to Interlachen Blvd.
• Interlachen Blvd., from Blake Road to Vernon Avenue
• Lincoln Drive, from TH 169 to Vernon Avenue
• Tracy Avenue/Valley View Road, from. Olinger Blvd. To Gleason Road
• Gleason Road, from TH 62 to Valley View Road
• Braemar Blvd., from TH 169 to Gleason Road
• Dewey Hill Road, from Gleason Road to Cahill Road
• Cahill Road, from West 78th Street to West 70th Street
• West 69th Street, from France Avenue to Xerxes Avenue
• West 70th Street, from Cahill Road to France Avenue
• York Avenue, from 1-494 to TH 62
• Valley View Road, from TH 100 to TH 62
• Valley View Road from West 66th Street to West 69th Street
• Wooddale Avenue, from West 50th Street to Valley View Road
Hennepin County identifies .CSAH 20 (Blake Road/Interlachen Blvd.) as a major
collector. While this roadway is residential and a two-lane roadway, it serves an inter-
community transportation role and carries trips through the residential area as well as to
the area. These are characteristics of a minor arterial. Similarly, the County identifies
York Avenue as a major collector. The City concurs with the designation north of TH 62,
but considers York Avenue a minor arterial south of TH 62. York Avenue, in addition to
being a high-volume roadway serving the Southdale regional business concentration,
serves as a connection from Bloomington through Edina and into Minneapolis including
an interchange at TH 62.
City of Edina Transportation Plan 24 DRAFT
03/24/99
Classification
Existing
Classification
Proposed
Classification (1)
Regional
Average (2)
Principal Arterial 5% 5% 6%
Minor Arterial 5% 13% 14%
Collector • 16% 10% 9%
Local 74% 77% 71% •
Collectors
Collectors are designed to serve shorter trips that occur entirely within the City and to
provide access from neighborhoods to the arterial system. These roads supplement the
arterial system in the sense that they emphasize mobility over land access, but they are
expected, because of their locations, to carry less traffic than arterial roads.
Collectors collect and distribute traffic from neighborhoods and commercial/industrial
areas to/from the major collector and minor arterial system. Local streets should be
designed to connect to collectors and not to arterials.
These streets are generally built as two-lane roadways.
Estimated Mileage by Classification
The ultimate roadway system is based upon the functional classification presented above.
It reflects full development of the City according to the land use plan and socioeconomic
forecasts presented earlier.
Communities should have an appropriate balance among the different types of functional
classification. Table. 5 compares the relative size of the different functional classes in
Edina with the regional average. Thecurrent classification of roadways in the city has a
significantly lower percentage of arterial roadway miles than the region as a whole, with
lower minor arterial mileage. The revised classification scheme reduces that imbalance.
TABLE 5
FUNCTIONAL CLASSIFICATION MILEAGE DISTRIBUTION
(1) SRF Consulting Group, Inc. estimate.
(2) Source: Mn/DOT Transportation Information System.
ROADWAY PLAN
Edina is a fully developed community. Very few opportunities exist to construct new
roadways, unless done as part of a redevelopment. This roadway plan identifies the
major emphases the City should pursue as part of its planning:
City of Edina Transportation Plan 25 DRAFT
03/24/99
Expanded Integrated Corridor Traffic Management (ICTM)
The partners in the ICTM project are considering the long-term potential to expand the
system beyond its current size. Expansion of the system north along TH 100 and TH 169
has been discussed. ICTM has the potential to reduce delays at ramp meters in Edina and
to guide non-freeway traffic more efficiently along the reliever arterials. The City should
participate in the study of this expansion.
Monitor "A" Minor Arterial System Efficiency
Similar to the ICTM system, a well-coordinated minor arterial system signal system
promotes the flow of traffic along the "A" minor arterials through the city. This reduces
the likelihood for through traffic to divert to local streets as well as enhances the
operating efficiency of the transportation system. The City should periodically monitor
the progression of traffic through signals on key travel corridors (such as Vernon Avenue
and France Avenue) to ensure it is operating efficiently.
Improve Storage Capacity at Metered Freeway Ramps
Older freeway interchange designs in developed areas often have insufficient storage
capacity to accommodate vehicles queued for ramp meters. As a result, traffic spills back
onto the adjacent roadway system causing delay for the arterial through traffic. Solutions
may include adding turning lanes for traffic destined for the freeway or other geometric
improvements. The following interchanges in Edina should be reviewed for potential
improvements to improve interchange storage capacity:
• TH 62 at Xerxes Avenue
• TH 100 at West 70th Street
• TH 100 at West 77th Street
Improvements are programmed at the TH 62/France Avenue and TH 100/West 77th
Street interchanges. The City should work with Hennepin County and Mn/DOT to
promote the use of the TH 62/Valley View Road and TH 62/France Avenue ramps as part
of an interconnected system. This would help balance demand for freeway access/egress
and the need for arterial capacity in the heavily developed Southdale area. The segment
of West 65 th Street between Valley View Road and France Avenue should be constructed
as a three-lane roadway as currently planned by the City.
Bus or High Occupancy Vehicle (HOV) meter bypasses can reduce the vehicle queue
length while providing an incentive for people to use alternatives to the single-occupant
automobile. Existing and proposed HOV meter bypasses are discussed in the transit
chapter.
City of Edina Transportation Plan 26
DRAFT
03/24/99
Additional Traffic Signals
Operational refinement of the street system will take place on an ongoing basis. New
traffic signals can be built at intersections where specific warrants are met. Figure 8
shows the existing and currently proposed traffic signals in Edina. Additional signals
should be considered on a site-by-site basis.
Traffic Calming
A variety of physical means (such as speed humps) exist to reduce the speed of traffic in
neighborhoods. These traffic calming devices can be effective but should only be used
where appropriate. Traffic calming can be appropriate on lower-volume local and
collector streets where excessive speeds pose a safety problem. It should not be
employed solely as a means to discourage through-traffic in a neighborhood. Through
traffic can best discouraged by having an arterial system that is spaced and operated so
that it is more attractive to through traffic than local or collector streets.
FUTURE CONGESTION
Figure 5 shows roadways where congestion is expected to exist in 2020.
The City of Edina is limited in its ability to eliminate congestion for two main reasons:
• Its location in proximity to several congested principal arterials will result in traffic
on reliever arterials or other roadways that is a function of regional growth rather than
development in the City
• The City is nearly fully developed and topographically constrained. Little land exists
for major roadway expansion or realignment to significantly affect traffic congestion.
Site-specific improvements are possible, however.
The level of congestion of the future metropolitan highway system depends in large
measure on both the capacity improvements undertaken and the availability of a local
arterial system to complement and relieve the regional system. Future congestion levels
also depend upon the amount of development occurring in adjacent communities and
beyond.
Improvements proposed for municipal roadways are under direct control of the City and
will receive highest priority in the City's Transportation Improvement Program. For
roadways on the County system, the City will cooperate with Hennepin County and
encourage the improvement of county roads in accordance with this plan.
City of Edina Transportation Plan 27 DRAFT
03/24/99
This plan has not assumed any additional roadway capacity on the metropolitan highway
system other than those projects that are already included in the regional Transportation
Policy Plan.
City of Edina Transportation Plan 28 DRAFT
03/24/99
CRT OF
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City of Edina Transportation Plan Figure 7
March 1999
Recommended Roadway Improvements
Figure 7
March 1999
City of Edina Transportation Plan
SRF No. 0983117
Recommended Roadway Improvements
= Proposed Signal 0 25 .5 1 mile
scale
TIN oFtamous
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INTERSTATE 494 INTERSTATE 4a4
Figure 8
March 1999
City of Edina Transportation Plan
SRF No. 0983117
Existing & Proposed Signal Locations
LEGEND
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Existing Signal Lights
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Existing Signal Lights
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Existing Signal Lights
MI Hennepin County
Proposed Signal Lights
NICity of Edina
Proposed Signal Lights
III State of Minnesota
Proposed Signal Lights
°Multi-Jurisdiction
Proposed Signal Lights
VI. TRANSIT AND TDM PLAN
POLICY FRAMEWORK
The Metropolitan Council's 1996 Transit Redesign serves as a regional policy framework
for the promoting of transit throughout the Twin Cities. The study identified four transit
market areas, delineated by the following criteria:
• Population density
• Employment concentration and job density
• Travel desire, travel volumes and patterns
• Transit dependent segments of population
The City of Edina falls into three of the four areas. Area I is classified by high density
employment and population. The other three areas having lower densities in both. Area I
is typical of downtown Minneapolis and downtown St. Paul, and is the only area type not
found in the City of Edina:
Area II is classified as having a population density of 9-14.9 persons per acre. This area
is also near high transit dependency areas. This is typical of north and east portions of
Edina.
Area III is defined as having a population density of 5-8.9 persons per acre. It also is
characterized by having 10-49 jobs per acre and 3,000 or more jobs nearby. It could also
be near an area that is a major travel destination. This more dense employment is typical
of the France Avenue corridor.
Area IV is defined as having a population density of 5 persons per acre or less.
Services appropriate for Area II are a primary emphasis on large bus/regular route
service. This should be complemented with Metro Mobility paratransit service.
Neighborhood circulators are possible in some areas and should tie in with the regular
routes. Routes should be run up to 20 hours per day, 7 days a week, about every 15 to
30 minutes. Route spacing should be 1/2 to 1 mile with 6 to 10 stops per mile.
Area III suggested service type is very similar to Area II. The biggest differences are to
have both large and small buses, frequency every 30-60 minutes, and service provided up
to 18 hours per day.
Area IV services are geared more toward rural or outer suburban service, but there are
areas in southwest Edina that meet the criteria for Area IV. The primary emphasis is on
small bus or dial-a-ride service. Park-and-ride lots are a prime focus in these areas. The
service times are peak periods only during the work-week.
City of Edina Transportation Plan 31 DRAFT
03/24/99
The Metropolitan Council's 1996 Transportation Policy defines four transit zones:
Core Zone — This zone which is similar to Area I, is characteristic of a downtown or other
high concentration . of housing and employment.
Inner -Urban/Suburban Zone — This zone is similar to Area II in the Transit Redesign
Study.
Outer Suburban Zone — This zone has characteristics similar to Area IV in population
densities. It does not however focus on dial-a-ride services.
Rural Zone — This is the zone that concentrates on dial-a-ride services, and rideshare
programs. The population is very spread out and continual transit service would not be
effective.
The City of Edina falls into two of these zones. The north and east sides of the city fall
into the inner urban/suburban zone. Those are the older areas of Edina where population
is denser. The southwest corner of Edina is classified as outer suburban. The
characteristics of those neighborhoods are larger lots and more park-and-open space.
Concentrated transit services are less likely to be effective in this area of Edina.
EXISTING TRANSIT SERVICES
The City of Edina is currently served by five different transit service providers (see .
Figure 9):
• Metro Transit — The region's largest transit provider operates several routes in Edina.
Branches of local routes 4, 6, 18 and 28 serve various parts of the city with between
one and four buses per hour in the peak and generally two buses per hour in the
midday. Some potential exists to use these buses for reverse commuting. In
particular, the Route 28K serves the Pentagon Park business area and Edina Industrial
Area. Route 15 (the 66th Street crosstown), begins at Southdale and operates with a
frequency of 15 minutes peak, 30 minutes off-peak. Route 68, which serves the
Opportunity Workshop in Minnetonka, stops at Southdale. Express routes 35B, 35H,
35J, 35K, 44E and 87 also serve Edina, including some reverse commuting
opportunities. Finally, Route 52B, serving the University of Minnesota campus,
begins at Southdale.
City of Edina Transportation Plan 32 DRAFT
03/24/99
SRF No. 0983117
LEGEND
Bus Routes
T Bus Stops
Ts Bus Bench
s Bus Shelter
0 Park-Ride Lot
• Future HOV
Meter Bypass
• HOV Meter Bypass
Proposed
— Local/Limited Route
Local/Limited Route: no stops
— Express Route
Express Route: Limited Service
- Express Route: No Stop
1 mile 0 .25 .5
- scale
CITY OF WOWS
INTERLACNEN SI
CITY OF 01.001ANOTON
mg•-••••
INTERSTATE 494
COY OF BL
INT ERSTA 444
City of Edina Transportation Plan Figure 9
March 1999
Transit Facilities
Southwest Metro — Route 682 (formerly 54S) provides a connection from the Eden
Prairie area to Southdale and on into downtown Minneapolis. Its schedule
accommodates reverse transit needs. The Southwest Metro "Telebus", a dial-a-ride
service operating in Eden Prairie, Chaska, and Chanhassen also makes stops at
S outhdale.
• BE Line — The two BE line routes operate as crosstown routes between the Mall of
America and Southdale areas, serving Bloomington and Edina businesses and
residents. Direct transfers can be made from the BE line to fourteen different routes.
The BE Line is operated provided by Laidlaw Transit Service. In 1997 the route
carried 247,000 passengers on an annual budget of $620,000. Service operates
Monday through Saturday from approximately 6:30 a.m. to 10:30 p.m.
• Minnesota Valley Transit — Route 31F makes three runs in each peak period,
connecting Apple Valley and Burnsville to the 1-494 area including the Pentagon Park
business area and Edina Industrial Area.
• Metro Mobility — This demand responsive service for persons who have a mobility
impairment meets the requirements of the Americans with Disabilities Act (ADA).
Because of its high levels of all-day regular route transit service, Edina receives
Metro Mobility service from 4 a.m. to 2 a.m..
HOV Ramp Meter Bypasses
Figure 9 shows the location of existing HOV and bus bypasses. In addition, buses are
permitted to use the shoulder on 1-494 from TH 5 to East Bush Lake Road.
Southdale Transit Hub
The Southdale Mall, located at France and 66th Street, is a major transit hub in the
Twin Cities and is located within the City of Edina. Eleven bus routes arrive and/or
depart from Southdale, with transit service seven days a week. Southdale also serves as a
• park-and-ride facility.
Park-and-Ride Lots
The City of Edina currently has two park-and-ride facilities. Southdale has 100 parking
spaces dedicated for park-and-ride, with a 95 percent use of these spaces. Another park-
and-ride lot is located at Colonial Church near the TH 62 and Tracy Avenue interchange.
The Colonial Church lot has a capacity of only 12 spaces for park-and-ride, and is not
typically more than 50 percent full.
City of Edina Transportation Plan 34 DRAFT
03/24/99
Travel Demand Management
The metropolitan area's transportation policies seek significant changes in travel behavior
to more effectively manage existing transportation facilities. By modifying demand for
travel, congestion and the need for facility (roadway) expansion can be lessened. Travel
Demand Management (TDM) refers to a variety of strategies and actions for reducing
single-occupant vehicle travel, increasing vehicle-occupancy rates, and reducing vehicle
miles of travel.
Edina is a participant in one of the longest-operating transportation management
organizations (TMO) in the metropolitan area, the 1-494 Corridor Commission. The
purpose of the commission is to coordinate planning, funding and implementation of
transportation and land use strategies in order to address the growing traffic congestion in
the 1-494. Other commission members include Bloomington, Edina, Eden Prairie,
Minnetonka, Richfield, Plymouth and Maple Grove.
In 1997 the 1-494 Corridor Commission began implementing a strategy titled the "New
Approach", which focuses activities on major areas that include identifying and
advocating for improvements that encourage commuters to share rides to and from work,
and those that improve the "people-moving capacity" along 1-494.
The 1-494 travel demand management program is programmed to receive approximately
$465,000 in federal Congestion Management and Air Quality (CMAQ) funds through the
year 2003.
In addition to participating in the 1-494 Corridor Commission, Edina businesses and
residents have access to ridesharing matching and other programs offered by Metro
Commuter Services.
PROPOSED IMPROVEMENTS
Service Improvements
The City should work with Metro Transit, Southwest Metro, Minnesota Valley Transit
and the Metropolitan Council (as funder of the BE line) to ensure that additional transit
service is provided when capacity is exceeded on existing routes.
Although most of the City is well-served by public transit, many residential areas in the
western portion of the city do not have transit available within walking distance. The
City should explore the potential of providing small-vehicle demand responsive service
from those areas to Southdale, where connections could be made with other regional
transit services.
City of Edina Transportation Plan 35 DRAFT
03/24/99
Southeast Edina Transitway
In 1997 the city of Edina completed a feasibility study to determine the potential for an
internally-circulating transit system in southeast Edina. The system would include a
dedicated north-south transitway that would run between France Avenue and York
Avenue (see figure 9). The northern teiniinus would be in the vicinity of Southdale Mall
or the Fairview-Southdale Medical Center. The southern terminus would be the
Edinborough complex.
A second option being considered is the purchase of five "trolley" buses that would
operate along the corridor. Service could operate either at lunch and dinner hours, or all
day at 10-minute headways. Either plan would be useful in connecting places of business
in the area. The corridor would also be constructed to be pedestrian-friendly. When the
transit line is not in service, the corridor could be used as a recreational facility for
walking or biking.
Future Park-and-Ride
Metro Transit has expressed interest in locating a new park-and-ride facility in Edina
along .TH 100 at Benton Avenue or 50th Street. The lot would make Route. 87 a more
attractive travel option for Edina residents.
The City should work with Metro Transit on meeting park-ride needs. However, the
potential for additional traffic congestion at interchanges due to park-ride should be
weighed against the benefit of having the service. The greatest park-and-ride needs in
Edina are likely to be found in the western 1/3rd of the city, where a low percentage of
households has good walk-access to transit. These households may be better served by
express service along the TH 169 corridor.
HOV Ramp Meter Bypasses
The City shOuld pursue constructing ramp meter bypasses for HOV and transit vehicles at
all of the remaining interchanges on TH 169 and TH 100, if right-of-way is available.
The advantages of HOV meter bypasses are that they provide an incentive for persons to
use buses or carpools, they reduces operating delays for buses, and they can alleviate
some of the congestion at freeway interchanges due to ramp metering.
HOV meter bypasses are to be constructed on 1-494 as part of that roadway's expansion.
City of Edina Transportation Plan 36 DRAFT
03/24/99
Travel Demand Management
The 1-494 Corridor Commission advocates several TDM and transit-related strategies,
including:
Transit/Facility-Oriented
• Bus stations or super-shelters (within 1-2 miles of 1-494; easy ingress/egress)
• Park-and-ride lots along the 1-494 corridor
• HOV access lanes
• Bus-only shoulder lanes along 1-494
• Transfer stations (where appropriate) along 1-494 corridor
• Signage indicating diamond lanes/shoulder lanes along 1-494
• Signage indicating park-and-ride lots along 1-494
• HOV ramp meter bypasses
• Signalization control (pre-emption)
• Opticon systems (pre-emption)
TDM-Oriented
• Preferred parking at employer locations along 1-494
• Van and carpool ride-matching services at the subregional level
• Circulator services through major developments and business park locations
• Shuttle services between area park-and-ride and major employment sites
• Employer-based incentives to ridesharing
• Guaranteed Ride Home programs — at the subregional level
• Services linking corridor transit hubs
• Employer subsidies for carpoolers, vanpoolers, transit riders
• TDM requirements for developers in 1-494 corridor
• "Transit-friendly" ingress/egress in major employment sites
• Reserved 1-494 corridor right-of-way for future HOV lanes/ramps
• Smaller parking ratio per square footage — new development
• Required TDM Program implementation for employer expansion projects
Commuter Rail
In January 1999 the Minnesota Department of Transportation completed Phase II of its
Twin Cities Metropolitan Commuter Rail Study. One of the proposed lines extends from
Northfield to downtown Minneapolis and includes service on the Canadian Pacific
Railroad line through central Edina. Eden Avenue was considered as a preliminary
location for a station.
City of Edina Transportation Plan 37 DRAFT
03/24/99
The portion of this line commuter rail in Edina is proposed for Stage Three of
implementation and would not likely be operational before 2015. Additional study would
be necessary to finalize station locations. This could also include restructuring of transit
routes.
City of Edina Transportation Plan 38 DRAFT
03/24/99
VII. PEDESTRIAN, BICYCLE AND GOODS MOVEMENT
PEDESTRIAN AND BICYCLE FACILITIES
Figure 10 shows the extensive sidewalk and pathway facilities available in Edina.
Sidewalks are commonplace not only in the older sections of the city, but pedestrian
facilities exist throughout much of the City. Policies 24-27 described in Chapter One
support the continued development of pedestrian facilities. Separating bicycle/pedestrian
use from traffic enhances the livability and safety of an area. Providing pedestrian-
oriented environments near transit facilities provides better access and promotes transit
use.
Several corridors in the Hennepin Parks Trail System also serve the City as shown in
Figure 10.
GOODS MOVEMENT
No major trucking operations exist within the City of Edina. Edina has one rail line, a
branch of the Canadian Pacific with low utilization.
All industrial areas in Edina (see Figure 2) are located with adequate access to the
metropolitan highway system. This reduces the impact of truck traffic on local roadways
and minimizes the potential for disruption of neighborhoods.
One area of local concern is that truck movements from and within industrial areas in
Hopkins may impact the local street system in Edina. This issue should be addressed
through a joint effort among the cities and industries.
Truck traffic from industrial, industrial/warehousing and commercial land uses can be
adequately accommodated through following sound means:
• Locating truck-intensive land uses with good proximity to the metropolitan highway
system and with good access to the minor arterial system.
• Using acceptable design standards on arterials, which will ensure adequate turning
radius and pavement depth for trucks
• Signing and marking to minimize truck traffic through neighborhoods
City of Edina Transportation Plan 39 DRAFT
03/24/99
- Exgrrie Sidewalk
— Sidewalk
— Existing Park Pathway
Proposed State-Aid
Sidewalk
Proposed
— School-Business
Sidewalk
Proposed
- Park Pathway
Corridors on
Hennepin County
System
COY OF 140P/UNS
0 .25 .5
1 mile
"'1.11•71ri
INTERSTATE 494
Figure 10
Pedestrian/Bicycle Facilities
SRP No. 0983117
City of Edina Transportation Plan
VIII. PLAN IMPLEMENTATION
Previous sections have examined future travel and have recommended a Plan that is
responsive to these considerations. This section concentrates on examining the steps
necessary to implement the transportation plan. It discusses a general strategy for moving
from 1999 to the future in accomplishing the plan.
TRANSPORTATION PLAN ADOPTION
By adopting the transportation plan, the City Council will establish the guidelines by
which decisions regarding transportation facilities will be made in Edina. It should be
revised as necessary to respond to changing conditions and needs. The City should
periodically review the assumptions under which the plan was developed, including
estimates of future development, population trends, changing financial resources, energy
considerations, and citizen and governmental input, and update the plan accordingly.
The plan should be circulated widely so that residents and the business community are
aware of the opportunities and limitations that the plan provides, thus enabling all
interested parties to plan with full knowledge.
INITIATE JURISDICTIONAL REALIGNMENT PROCESS
In general, it is good policy that Hennepin County and the State (Mn/DOT) assume
responsibility for the arterial system, and that the City assume responsibility for the
collector and local street systems. This is, to a large extent, the situation in Edina.
At present, there are no roadways in the City under state jurisdiction that are under
consideration for tumback to Hennepin County or the City of Edina.
The draft Hennepin County Transportation Systems Plan (November, 1998) identifies
three roadway segments that are candidates for turnback to the to the City of Edina.
These roadways are shown in Table 6 and Figure 11.
City of Edina Transportation Plan 41
DRAFT
03/24/99
Roadway Segment Limits Reasons for
Transfer
CSAH 20 (Blake Road./
Interlachen Blvd.)
CSAH 31 (York Avenue)
CSAH 158 (Vernon Avenue)
No. City Limits to Vernon
Avenue
So. City Limits to 50th
Street)
TH 62 to TH 100
Lower volume, classified as
collector
Non-continuity, proximity to
France Avenue)
Classified as B-minor arterial,
but collector street function)
TABLE 6
POTENTIAL COUNTY TO CITY JURISDICTIONAL TRANSFERS
Source: Hennepin County Transportation Systems Plan (Draft, November, 1998)
As shown in Figure 11, the City does not concur with the transfer of the following
roadways:
These roadways should remain under county jurisdiction for the following reasons:
• CSAH 31, York Avenue (south of TH 62) — This road also serves an intra-community
function, connecting Bloomington with TH 62 as an alternate for and therefore is
appropriate for county jurisdiction. Based on travel forecast estimates, 26 percent of
the traffic on the roadway has neither origin nor destination in Edina, while
12 percent begins and ends in Edina.
• CSAH 158, Vernon Avenue — This road, an "A" minor reliever arterial on the
regional system, serves an intra-community function and therefore is appropriate for
county jurisdiction. Based on travel forecast estimates, 45 percent of the traffic on the
roadway has neither origin nor destination in Edina, while only seven percent begins
and ends in Edina.
Transfer of CSAH 20 (Blake Road/Interlachen Boulevard) and the portion of CSAH 31
north of TH 62 may be logical given roadway use and access.
However, if the City of Edina were to accept any of these roadways for transfer, the City
should ensure that the roads are brought up to appropriate design and maintenance
standards prior to accepting transfer.
PROTECT ACCESS
The City of Edina, through its ordinances, has authority to approve developments
contiguous to city streets. It is the City's responsibility to ensure that the needs of
property owners for access to the transportation system are balanced with the overall
public's needs for mobility.
City of Edina Transportation Plan 42 DRAFT
03/24/99
0
••••••• •••••••••• •••••••••••••
.(C11;f1a I A
1...••••• ••••=myt miNINEm 01.111M1•••
9
POTENTIAL HIGHWAY COUNTY CITY
JURISDICTION REVISIONS NOT ENDORSED BY
PER HENNEPIN COUNTY CITY OF EDINA
SRF No. 0983117
Source: City of Edina
City of Edina Transportation Plan Figure 11
March 1999
Potential Highway Jurisdictional Revisions
The City must work with Hennepin County for access modifications to roadways under
county jurisdiction. Hennepin County has included access guidelines included in its
Transportation System Plan, which are shown in Appendix C.
Access control guidelines are used to preserve the public investment in the roadway
system while making available to deVelopers the terms under which plan preparation can
occur. They balance the public interest (mobility) with the interests of property owners
(access). Arterials should be oriented toward mobility rather than access, while local
streets provide high levels of access. Collectors should serve a balance between access
and mobility. Appropriate access control preserves the capacity on arterial streets,
reducing the need for traffic to divert to local streets. Access management improve safety
by reducing the potential conflicting movements between vehicles on the roadway.
In instances of site redevelopment, the City should enforce access control consistent with
these guidelines.
The City's existing ordinance on curb cut placement limits the placement and number of
accesses to local and collector roadways under City jurisdiction. In general:
• No driveway on a local street is to be within 50 feet of a street intersection
• When properties adjoin two streets the access should be to the lower volume street
Driveways should not intersect with arterials
ESTABLISH IMPROVEMENT PROGRAMS
An overall strategy of improvement, tempered by fiscal constraints, begins with an
analysis of key intersection capacity improvement projects, safety improvements and the
protection of access by establishing strict standards and by designating necessary right-
of-way. Identifying future needs for facility rights-of-way followed by timely "set-aside"
programs will, in the long run, save the community much in the way of financial
resources. Roadway improvements should also be geared toward providing for transit
needs, particularly in the area of meeting turning radii, traffic signals and adequate
roadway structure. It should be pointed out that non-motorized travel needs also must be
carefully considered.
SOURCES OF FUNDING
Roadways under city jurisdiction are maintained, preserved, constructed and re-
constructed by the City's Department of Public Works. Funding for these activities,
including the administrative costs of operating the department, are obtained from a
variety of sources including ad valorem taxes, special assessments, development fees and
tax increment financing. A major concern of the City is the availability of sufficient
funds for maintenance and construction activities. If funds are unavailable, needed
projects may be delayed or terminated and maintenance of existing facilities may fall
City of Edina Transportation Plan 44 DRAFT
03/24/99
short of acceptable standards. The following discussion explains the existing sources of
funding and potential new sources of revenue.
Federal Surface Transportation Program Funds
STP is a categorical funding program created under the Intermodal Surface
Transportation Efficiency Act (ISTEA) and continued under the current federal funding
process (TEA-21). The Metropolitan Council, through its Transportation Advisory
Board, solicits projects (generally on an annual basis) through a competitive process
using a set of evaluation criteria. Generally, "A" minor arterial projects and enhancement
projects such as pedestrian/bikeways are funded through this prograni.
Congestion Management and Air Quality (CMAQ)
CMAQ is a categorical funding program created under the Intermodal Surface
Transportation Efficiency Act (ISTEA) and continued under the current federal funding
process (TEA-21). These funds are directed to projects that contribute to meeting
national air quality Standards and generally include projects such as transit, non-
motorized transportation and travel demand management. The Metropolitan Council,
through its Transportation Advisory Board, solicits projects (generally on an annual
basis) through a competitive process using a set of evaluation criteria.
State Aid
An extremely important source of revenue to the City is state-aid. A network of city
streets called Municipal State-Aid Streets (M.S.A.S.) is eligible for funding assistance
with revenue from the Highway User Tax Distribution Fund. This fund acts as a
distribution or tax clearance fund, and tax income received into the fund is transferred to
various transportation- related funds for expenditure. The fund receives revenue from
two principal sources: 1) gasoline taxes, and 2) vehicle registration taxes. These two
sources are permanently dedicated to this fund. Ninety-five percent of the net proceeds of
the Highway User Tax Distribution Fund are distributed annually according to a
constitutionally mandated formula: 62 percent to the Trunk Highway Fund, 29 percent to
the County State-Aid Highway Fund, and .9 percent to the Municipal State-Aid Street
Fund.
Assessments
Property that benefits from a roadway scheduled for improvement may be assessed for a
portion of the cost of construction. The basis for the assessment is the increase in
property values attributable to the project, which can be difficult to determine. For this
reason, assessments represent a limited source of revenue. Nevertheless, this is an
important source of revenue for the City.
City of Edina Transportation Plan 45 DRAFT
03/24/99
Livable Communities Grants
The Metropolitan Council has funds available for projects designed to enhance the
livability of communities. Transportation-related projects in this category involve
pedestrian facilities, traffic calming and land use or other improvements oriented to
transit. Communities must opt to participate in the Livable Communities Program.
Ad Valorem Taxes
If 20 percent of the cost of a city project can be assessed to the adjacent property owners,
the remaining cost of the project can be added to the ad valorem or property taxes of the
remaining property owners in the City. Ad valorem taxes for street improvements are
excluded from the state mandated levy limits.
Tax Increment Financing
Establishing a tax increment financing (TM) district is a method of funding infrastructure
improvements that are needed immediately using the additional tax revenue to be
generated in future years by a specific development. Municipal bonds are issued against
this future revenue which is dedicated for a period of years to the repayment of the bonds
or to other improvements within the TIF project area. When used appropriately, a TIF
can accelerate economic development in an area by insuring that the needed infrastructure
is in place without requiring support from the usual funding. This method of financing
has already been used successfully in the City of Edina and is expected to be used again
in selected areas in the future.
Potential Sources of Revenue
Revenues available from current sources of funding are not always sufficient to meet
highway maintenance and construction needs. In order to reduce the potential shortfall of
revenue, other sources of funding need to be considered. Two options include impact
fees and road access charges.
Impact Fees — Impact fees are assessed to individual developers as property is improved.
An attempt is made to determine what impact the additional traffic will have on roadways
both near the development and away from it. The cost associated with improving the
roadway system sufficiently to handle the additional traffic is assessed to the developer.
This type of funding mechanism can be implemented under existing law.
Road Access Charge — A road access charge would be assessed all new development
based on the trip generation rate of the new development but without documenting
specific impacts. Revenues from this funding source would be used to construct or
improve arterial and collector streets in the jurisdiction collecting the tax. New
legislation would be required for this type of funding mechanism to be implemented.
City of Edina Transportation Plan 46 DRAFT
03/24/99
Cities are in a position to assess these fees because of their zoning and development
authority.
Transportation Utility Billing — Under the concept of a municipal transportation utility,
all properties would be subject to a periodic fee (i.e., monthly, quarterly), based upon the
number of vehicle-trips generated by the type of property. This revenue would then be
used for transportation improvements that produce community-wide benefits including
the reconstruction of existing roads and preventive maintenance to reduce deterioration.
Such a fund would be especially useful for the maintenance of collector streets which are
under the city's jurisdiction, particularly when it is difficult to show enough direct benefit
to adjacent property owners to be able to charge an assessment. The periodic nature of
the utility billing would also provide a stable source of income to support a regular
maintenance program for the entire street system. Such a utility would be administered
by individual cities, with each city deciding on their own fee structure. At the present
time, this sort of revenue source is not permitted by the state, but efforts are underway to
persuade the State Legislature to pass legislation allowing the cities to obtain revenue in
this way.
City of Edina Transportation Plan 47 DRAFT
03/24/99
APPENDICES
APPENDIX A
CAPITAL IMPROVEMENTS PROGRAM
CITY OF EDINA
1999-2003 STATE AID CAPITAL IMPROVEMENTS PROGRAM
LINE YEAR STREETS 'TYPE OF
CONSTRUCTION COST 1999 2000 2001 2002 2003
1 1999 77th Street Parklawn to Hwy 100 Reconstruct $ 1,000,000 $ 1,000,000
2 1999 78TH Street Gleason Rd to Soo Line RR Reconstruct $ 650,000 $ 650,000
3 1999 78th Street: Braemar Frontage Road New Construction $ 1,380,000 $ 1,380,000
4 2000 Benton Avenue: Hansen Rd to Hwy 100 Mill and Overlay $ 34,000 $ 34,000
5 2000 Dewey Hill Road: Gleason to Cahill Mill and Overlay $ 51,000 $ 51,000
6 2000 Gleason Road: Dewey Hill Road to W. 78th Street Mill and Overlay $ 41,000 $ 41,000
7 2000 Valley View Road: Hwy 100 to Wooddale Mill and Overlay $ 60,000 $ 60,000
8 2000 Valley View Road: Wooddale to 65th Reconstruct $ 1,000,000 $ 1,000,000
9 2001 Valley Lane: Tracy to 66th Mill and Overlay $ 43,000 $ 43,000
10 2001 Vernon Ave: Lincoln Dr. to Gleason Road Mill and Overlay $ 78,000 $ 78,000
11 2001 West 50th Street: Hwy 100 to France Ave. Mill and Overlay $ 80,000 $ 80,000
12 2002 44th Avenue: Hwy 100 to France Reconstruct $ 845,000 $ 845,000
13 2002 Brookside: Interlachen to RR tracks . Mill and Overlay $ 38,000 $ 38,000
14 2002 Wooddale Avenue: Valley View Road to Tower Ave Reconstruct $ 535,000 $ 535,000
15 2003 Tracy Avenue: Vernon to TH62 Concrete Rehab $ 242,000 $ 242,000
16 2003 Valley View Road: Tracy to Gleason Mill and Overlay $ 72,000 $ 72,000
17 2003 West 70th Street Hwy 100 to France Concrete Rehab $ 283,000 $ 283,000
18 2003 Wooddale Avenue: Tower Ave to 50th Mill and Overlay $ 54,000 $ 54,000
19 1999 Computer Avenue & 77th Signals $ 130,000 $ 130,000
20 1999 Edinborough Way & 76th Signals $ 130,000 $ 130,000
21 2001 Gleason & West 78th Street Signals $ 130,000 $ 130,000
22 1999 Parklawn & 77th Signals $ 130,000 $ 130,000
23 2000 Vernon & Gleason Signals $ 130,000 $ 130,000
24 1999 West 77th Street & TH 100 Signals I Rehab $ 804,000 $ 804,000 .
25 1999 TH62 & France Avenue Signals ! Rehab $ 369,000 $ 369,000
TOTAL STATE AID CONSTRUCTION COST $ 4,723,000 $ 1,316,000 $ 201,000 $ 1,418,000 $ 651,000
APPENDIX B
TRAVEL FORECASTING PROCESS
APPENDIX B
TRAVEL FORECASTING PROCESS
FORECASTING PROCESS
Figure B-1 illustrates the analysis process used to identify deficiencies in the
Transportation Plan given the level of development anticipated by 2020. The process
generally involves using the Metropolitan Council's regional travel forecasting model
with refined geographic zones and a greater level of detail in the roadway system within
the regional model. Major steps in the process are described below:
• Development and Roadway System: Population, household and employment
estimates are developed for each transportation zone (TAZ) for the travel forecast
model (see Table B-1). Highway network attributes such as location, speed and
capacity are determined. The regional network was modified to include all of the
arterials and many collector streets in Edina. Figure B-2 shows the refined TAZ
system. Edina TAZs are consistent with Metropolitan Council boundaries.
• Trip Generation: Estimates of person-trips by purpose are made using the
demographic and highway system information.
• Trip Distribution: The zone-to-zone movement of each trip purpose is determined
based on travel time between zones, trip purpose and the amount of trip activity in a
zone.
• Mode Choice: The mode of travel (drive alone, carpool or transit) is determined for
each trip.
• Refinement to Edina Sub-Zones: The trip table was refined to split the regional TAZ-
level trips to the refined zones based on socioeconomic data for the refined zones.
• Temporal Distribution: The trips are split, by purpose, among six time periods (such
as a.m. peak hour or p.m. peak hour).
• Highway Assignment: Highway trips for each of the six periods is routed from zone-
to-zone along the roadway system using an equilibrium assignment process. This
process reflects congested conditions at appropriate times of the day for any given
portion of the highway system. The assignments are summed for a daily traffic
volume.
• Calibration to Existing Counts: An estimate of 1997 trips was assigned to the
existing network to calibrate to the existing traffic counts.
B-1
• Identification of Future Conditions and Deficiencies: A future network including
planned and programmed facilities was developed from the calibrated network and
the 2020 trips were assigned. The resulting forecasts are shown in Figure 5.
B-2
Identification of Future
Conditions and
Deficiencies
Existing Development
and Roadway System
4.
Future Development (
and Roadway System
V
Trip Generation
•
Trip Distribution
Mode Choice
Refinement to
Edina
Sub-zones
Temporal
Distribution
Highway
Assignment
Analysis
Calibration to
Existing Traffic
Counts
City of Edina Transportation Plan Figure B-1
March 1999
Travel Forecasting Process
Prepared by SRF Consulting Group, Inc.
SRF No. 0983117
SRF No. 0983117
City of Edina Transportation Plan Figure B-2
TABLE B-1
DEMOGRAPHIC ASSUMPTIONS
TAZ
Population
1997 2020
Households
1997 2020
Employment
1997 2020
327 (1) 268 270 111 110 280 386
512 766 765 575 575 3,974 3,603
513 2,903 2,905 2,000 2,000 3,127 3,191
514 38 130 33 65 6,019 7,156
515 1,642 1,650 993 995 6,210 6,690
516 2,386 2,405 1,013 1,015 192 232
517 ( ) 670 675 447 '445 3,219 3,716
518 3,393 3,575 1,589 1,670 4,506 4,637
519 1,792 1,805 691 690 3,857 4,658
520 2,849 2,870 1,175 1,175 695 839
521 2,980 3,050 1,214 1,235 1,200 1,433
522 2,763 2,780 957 955 849 1,011
523 (1) 1,642 1,655 600 600 266 322
524 4,887 4,885 2,200 2,200 635 767
525 1,653 2,170 748 940 1,813 2,105
526 1,398 1,485 526 555 79 95
527 (1) 1,925 2,520 '.863 1,080. 18 206
528 2,493 2,510 1,159 1,160 1,271 1,536
529 1,809 1,900 633 . 660 68 82
530 485 490 154 155 318 386
531 1,739 1,750 577 575 26 31
532 3,222 3,245 1,148 1,150 80 95
533 101 100 54 55 11,532 13,700
534 (1) - 607 733
535 (1) - - - 948 1,145
536 3,216 3,320 1,370 1,405 141 170
537 (1) 87 85 34 35 311 376
542 6 5 2 578 700
544 (1)
TOTALS 47,113 49,000 20,866 21,500 52,819 60,000
Notes:
(1) Includes only portion of TAZ in Edina
APPENDIX C
ACCESS CONTROL GUIDELINES
CITY OF EDINA
RECOMMENDED DRIVEWAY ACCESS SPACING GUIDELINES FOR LAND USES
(FOR NEW DEVELOPMENTS, REDEVELOPMENT OF EXISTING AREAS, AND CHANGES IN LAND USE)
MINIMUM DRIVEWAY DISTANCE FROM INTERSECTING STREET
STREET WITH PROPOSED DRIVEWAY (3)
NEAREST INTERSECTING STREET (e)(f)(9)
LOCAL
STREET
MINOR
COLLECTOR
MAJOR
COLLECTOR (d)
MINOR ARTERIAL "d)
(LOW DENSITY) (HIGH DENSITY)
LOCAL STREET
Private Residential (b)
individual Commercial/Multi-Family
Multiple Commercial
40 ft
50 ft
90 ft
40 ft
50 ft
90 ft
50 ft
90 ft
125 ft
50 ft
90 ft
125 ft
50 ft
90 ft
125 ft
MINOR COLLECTOR
Private Residential (b)
Individual Commercial/Multi-Family
Multiple Commercial
40 ft
50 ft
90 ft
40 ft
50 ft
90 ft
50 ft
90 ft
125 ft
50 ft
90 ft
125 ft
50 ft
90 ft
125 ft
MAJOR COLLECTOR (d)(e)
Private Residential (b)
Individual Commercial/Multi-Family
Multiple Commercial
Not Permitted
90 ft
125 ft
Not Permitted
90 ft
125 ft
Not Permitted
220 ft
220 ft
Not Permitted
220 ft
220 ft
Not Permitted
220 ft
220 ft
MINOR ARTERIAL (LOW DENSITY) "d)
Private Residential (b)
Individual Commercial/Multi-Family
Multiple Commercial
.
Not Permitted
Not Permitted
Not Permitted
Not Permitted
Not Permitted
Not Permitted
Not Permitted
Not Permitted
Not Permitted
Not Permitted
660 ft
660 ft
Not Permitted
660 ft
660 ft
MINOR ARTERIAL (HIGH DENSITY) (c)(d)
Private Residential (b)
Individual Commercial/Multi-Family
Multiple Commercial
Not Permitted
Not Permitted
Not Permitted
Not Permitted
Not Permitted
Not Permitted
•
Not Permitted
Not Permitted
Not Permitted
Not Permitted
Not Permitted
Not Permitted
Not Permitted
Not Permitted
660 ft
SRF Consulting Group, Inc. —32/1999 City of Edina — Driveway Access Spacing Guidelines
MINIMUM SPACING
BETWEEN
ADJACENT
DRIVEWAYS
40 ft
50 ft
100 ft
40 ft
50 ft
100 ft
Not Permitted
200 ft (h)
200 ft (h)
Not Permitted
230 ft (I)
230 ft m
Not Permitted
230 ft (i)
230 ft (I)
Page 1
General Comments:
1. This table is intended to guide access to new development and redeveloped sites. It should be considered along with county guidelines where appropriate.
2. Areas marked "Not Permitted" indicate that
a) direct access to private residential uses should be prohibited on major collectors and arterials, and
b) when direct access is requested for higher intensity land uses ( individual commercial/multi-family residential, multiple commercial)
and the intersecting streets are of different functional classifications, access should be granted from the street with the lower functional classification.
3. The "Minimum Driveway Distance From Intersecting Street" guidelines refer to full access driveways. Driveways may be located within
these minimum distances but must be approved by the city engineer and should be limited to right turns into and out of the property.
4. Access will not be permitted onto streets within right turn lanes or taper areas.
5. The City of Edina reserves the right to review and adjust these guidelines on a case-by-case basis.
Departure from the guidelines may be approved by the city engineer.
Notes:
(a) Maximum curb cut width is 24 feet unless specific site plan (Internal Design and Access Review) is approved by City Engineer.
(b) Private Residential includes single-family, two-family, townhome, quadraminium, and manor home dwellings.
(c) Apply specific design criteria.
(d) Driveways onto arterials and major collectors should be prohibited if possible. If driveways cannot be prohibited,
the number of driveways onto arterials and major collectors should be minimized.
(e) If the nearest intersecting street is a signalized minor collector, driveways may be located less than 125 feet from the corner,
but access should be limited to right turns into and out of the property.
(f) If the nearest intersecting street is a signalized major collector, driveways may be located less than 220 feet from the corner,
but access should be limited to right turns into and out of the property.
(g) If the nearest intersecting street is a signalized minor arterial, driveways may be located less than 660 feet (low density) or 1,320 feet (high density) from
the corner, but access should be limited to right turns into and out of the property.
(h) Assumes a speed of 40 mph.
(i) Assumes a speed of 45 mph.
SRF Consulting Group, Inc. — 3/2/1999 City of Edina — Driveway Access Spacing Guidelines Page 2
Access Spacing Variances
(Urban Conditions )
'Access Spacing Criteria on County Roadway
Facilities Requesting Access
to County Roadways
Minor Arterial Roadways
Undivided
Minor Arterial Roadways
Divided
Collector Streets Type of Access
Greater Than
7,500 ADT •
Less Than
7,500 ADT •
Greater Than
7,500 ADT •
Less Than
7,500 ADT '
Non-Public - Low Volume (< 1,000 ACT)
• Residents, Driveways
• Low Trip Generating Commercial
Full Movement Access 1/16 Mile (330 ft) 1/16 Mile (330 ft)
. 0 0
1116 Mlle (330 ft)
Partial Access (rights, lefts)
CiS4
i•,,‘'
0 vi‘`
oe '
1/16 Mile (330 ft) 1/16 Mile (330 ft) 1/16 Mile (330 ft)
Local Public Streets
• Local Residential Streets
• Local Minor Collector Streets
•
Full Movement Access 1/8 Mile (660 ft) 1/8 Mile (660 ft) 1/8 Mile (660 ft) 1/8 Mlle (660 ft) 1/8 Mite (660 ft)
Partial Access (rights, lefts) CO'
-
11:51 \\
‘, 1/16 Mile (330 ft) 1/16 Mile (330 ft) Pell° td
oe
poi
.
Non-Public - High Volume (> 1,000 ADT)
• Shopping Center entrances
• Large Apt. Complexes
• Large Industries. Industrial Park Entrance
Full Movement Access •
• ' .. . • .
.
-
• • • .. ••• •
' • '
.. .i, .....7 :11:: • • . : 4
.
1i- " • ;;-
Partial Access (rights, lefts)
,y1
c>•0'
in V•
;;„0',
‘vN v.
.
f
Ill
• '
•
Arterial and Major Collector Roadways
• Principal Arterials (state highways)
• Minor Arterials and Major Collector Roads
•
Full Movement Access ' • '
•
ii : .; •
..
.
Partial Access (rights. lefts)
40 ,
, ‘,'\% ''. t.,\'\
TO 0,
s„soP
. • i' ii lg.& .
'''"-•-•-k.Ail- ' :, .:If—ehr.-44 -.91:1-..;•;%. • Milt
.
Cr
(11.; i..',. ‘ ti;;ti
!'fit.'. ''•••••"" -?-'s lii!.0::-••`i•': ',a t:1 IL.t:1
,•:..4% • •;.(1d.a4 ' ;
,,--•;:•.i., :.4 • ' ,
•P'e`'••' 7•14 t 0:AgOti
0 - Access via alternative facility required
- Further variance considered under hardship conditions
Source: Hennepin County Transportation Systems Plan (Review Draft, November 1998) L-L lIclitiXa
›"' r) es
ro
Cif
Cl,
tri
1
l:i
cr
0Q
LI 1 —4
ro
I=1
(3
Urban Access Spacing Guidelines
(Urban Conditions as defined by Met Council Blueprint)
Access Spacing Criteria on County Roadway
Facilities Requesting Access
to County Roadways
Minor Arterial Roadways
Undivided
Minor Arterial Roadways
Divided
Collector Streets Typo of Access
Greeter Then
7.500 ADT •
Less Than
7.500 ADT •
Greater Than
7,500 AOT •
Less Than
7,500 AOT •
Non-Public -Low Volume (< 1,000 ADT)
• RosidonialDriverays
• Low Top Gartman Cornmendal
Full Movement Access 401 0 • 0
UR Mlle (680 n)
Access (rights, lefts)
/.
Partial OP
118 Mlle (880 fl) 1/8 Mlle MOO ft) 1116 Mlle (330 It)
Local Public Streets
• Local Reeklongal Streets
• Local Minor Collector Strada
Full Movement Access 1/4 Mile (1,3208) 114 Mile (1,320 ft) 1/4 Mlle (1,32011) 1/4 Mile (1,320 fl) 1/8 Mile (860 ft)
Partial Access (rights, lefts)
114 WS,1
10
• 1/8 Mile (880 ft) 1/8 Mlle (580 ft)
° eg°11
Non-Public -High Volume (> 1,000 ADT)
• Shopping Center snugness
• Large Apt Complexes
• Large Industrial. industrial Park Entrances
Full Movement Access 1/4 Mlle (1,320 ft) 114 Mffe (1,320 fl) 1f4 Mile (1,320I1) 1/4 Mlle (1,320 ft) 118 Mlle (660 It)
Partial Access (rights, legs) 1f134
-
..0
,0
VP' . so'
.••
118 Mlle (860 ft) 1/8 Mile (880 ft)
Ill#14a"c°11
Arterial and Major Collector Roadways
• Prindpal Arteries (outs hlehweys)
• Minor musing and Malar Cogeetor Roads
Full Movement Access 1/4 Mile (1,320 ft) 114 Mile (1.320 f) 114 Mlle (1,320 It) 1/4 Mite (1.320 ft) 1/4 Mlle (1,32011)
Partial Access (rights, lefts)
VP'
• ,o" 10.
Fut' Access Mowed Full Access Allowed
Mlec°'4441
CO - Access Me alternative
facility required+
- Further variance considered
under hardship conditions
Notes:. 1) Measurements for spacing are taken to next access (driveway or street) on the same roadway side for divided minor arterials
2) Measurements for spedng are taken to next access on either side of road for undivided minor artedals
3) Existing medians will not be broken (even If the above guidelines would suggest full access Is allowed)
' 4) Other criteria are also reviewed such as sight distance, speeds, traffic volumes end other elembnts (vehicle types, land use activity, etc.)
Variances to the above table may be granted whore sufficient justification is
provided and the spacing minimums shown in Exhibit 7-7 are met.
Source: Hennepin County Transportation Systems Plan (Review Draft, November 1998)
Table 3. Access Classification System and Spacing Guidelines
FUNCTIONAL
CLASS
MEDIAN
TREATMENT
LAND USE TYPICAL
POSTED
SPEED
SUGGESTED ROADWAY
SPACING (MILES)
FULL
MEDIAN
SPACING
BETWEEN
CONNECTIONS
(2)
MAXIMUM
CONNECTION
POINTS PER
MILE (3) FR PA MA CO
OPENING
SPACING
(MILES) (I)
PRINCIPAL
ARTERIAL
(FREEWAY)
FULL
•
RURAL 70 var
(gr)
var
(gr)
var
(gr)
var
(gr)
NP NP I
URBAN 60 3.6
(gr)
3.6
(gr)
•1;2
(r)
NP NP NP 2
URBAN
CORE
55 2.3
(gr)
2.3
(gr)
.1.2
(gr)
NP NP NP 4
PRINCIPAL
ARTERIAL
(OTHER)
FULL RURAL 65 var var 4.12 2.6 1 1320 8
URBAN )4S 3.6
(gr)
3-6
(gr)
1.2 1/2.1 1/2 1320 8
URBAN
CORE
<45 2.3
(r)
.2-3
(gr)
1/2 •
1
1/4-
3/4
1/4 440 24
NONE RURAL 55 var var 8.24 4-12 i 860 12
URBAN :45 3.6
Cr)
3.6
(r)
1.2 1/2 •
2
1/2 860 12
URBAN
CORE
<45 2-3
(r)
var 1.2 1/2.2 1/4 440 24
MINOR
ARTERIAL
'
FULL RURAL 55 var var var 2.4 1/2 820 12
URBAN a40 3.6
(r)
3.6
..
1.2 1/2-I 1/2 490 20
URBAN
CORE
<40 2-3.
(r)
2.3 1/2. 1/4 1/4 275 • ' 32 •
NONE RURAL 55 var var var 2.4 1/2 820 12
URBAN a40 3.6
(gr)
3.6 1.2 1/2.1 1/2 490 20
URBAN
CORE
<40 2.3
(r)
2.3 1/2 1/4 1/4 350 24
COLLECTOR FULL URBAN a40 NP 3.6 1.2 1/2-I 1/4 435 16
URBAN
CORE
<40 NP 2.3 1/2 1/4-
3/4
1/8 275 32 •
NONE RURAL 55 var var var 2.4 1/2 585 12
URBAN a40 NP 3.6 1.2 1/2.1 1/4 • 435 16
URBAN
CORE
<40 NP 2.3 1/2 ' 1/4-
3/4
1/8 . 310 . 32
gr - designates grade separated Intersections
var - varies (dependent on density of development)
NA - Not applicable (values would be redundant)
NP - Not permitted
(1) If route has no median control, the spacing refers to the minimum distance between traffic signals
(2) Distances are based upon spacing between connections (major roads, local public streets, and private driveways).
(3) Connections are counted by adding each public and private approach as they occur along the roadway (for example: a full intersection
Is counted as two connections while a right-in right-out driveway Is counted as one)
Source: Minnesota Department of Transportation
APPENDIX D
METROPOLITAN COUNCIL FUNCTION CLASSIFICATION
CRITERIA
APPENDIX D
FUNCTIONAL CLASSIFICATION CRITERIA
FUNCTIONAL CLASSIFICATION
Part of the process of developing a thoroughfare plan is determining the function of the
components of the system. Functional classification involves determining what role each
roadway should perform. Functional classification ensures that non-transportation
factors, such as land use and development, are taken into account in the planning and
design of streets and highways.
The Metropolitan Council has defined four classes of roadways:
1. Principal arterials
• Interstate freeways
• Other principal arterials
2. Minor arterials
• "A" minor arterials
• "B" minor arterials
3. Collector streets
4. Local streets
Principal arterials include all interstate freeways and those other roadways which provide
for the longest trips. The emphasis is on mobility rather than land access. In the
developing area, spacing will vary from three to four miles. The Metropolitan Council
defines the metropolitan highway system as made up of the principal arterials in the
region.
The minor arterial system serves medium to short trips and provides access to the
principal arterials. They interconnect concentrations of commercial or industrial land
uses and connect cities and towns of the region to each other and to similar places outside
the region. The emphasis is still on mobility rather than land access. In fully developed
areas, spacing ranges from 1/2 mile to one mile. In developing areas, one to two mile
spacing is adequate.
The Metropolitan Council has defined a subsystem of regional minor arterials designated
"A" minor arterials. These are the more important minor arterials from a regional
perspective. The region is committed to direct federal funding to the "A" minor arterials.
Minor arterials that are not designated "A" minor arterials are considered "B" minor
arterials and typically are locally controlled.
D-1
Collector streets provide connection between neighborhoods and from neighborhoods to
minor business concentrations. Mobility and land access are equally important.
Collectors serve short trips and are spaced 1/2 to 1 mile apart in developing areas.
Local streets are those that remain, serving the shortest trips and providing access to
adjacent property. They.are spaced as necessary.
The Metropolitan Council's functional classification system designation has been adopted
for use in the City's roadway system.
PLANNING PRINCIPLES
The assignment of roadways into categories by function is based upon the following sets
of principles:
Principal/Intermediate Arterials
Principal and intermediate arterials are generally under the jurisdiction of state and
regional agencies. The interstate system, which was developed at the national level, is
fully complete in the vicinity of Edina. Improvements such as interchange and lane
additions require the .approval of the Federal Highway Administration (FHWA), the
Minnesota Department of Transportation (Mn/DOT), and the Metropolitan Council.
Minor Arterial Streets
1. Arterial streets are major determinants of land-use patterns. That is to say, the
locations of arterials will influence, to a great extent, what the land-use patterns will
look like.
2. The spacing of arterials should reflect the density of trip ends in the area. The
spacing will vary from one-half mile between arterials to as much as two miles in
very sparsely-populated areas.
3. Whenever possible, arterials should be laid out in a grid pattern. At the same time,
however, the arterial pattern should be sensitive to prevailing environmental concerns
and constraints to create parcels of land that are easily platted, and to create
intersections where adjacent legs are at right angles to each other.
4. Arterials should provide continuity, because the primary function of an arterial is to
provide for the through movement of traffic.
5. Each link in the arterial system should be designed to perform its specific function
within the total transportation system. In other words, the design should match the
anticipated load.
D-2
6. Arterials should respect the integrity and stability of neighborhoods.
7. Arterials should be fully integrated with existing and planned mass transit systems.
8. Roadway widths are a function of traffic demand not classifications.. A roadway is
not built to four lanes because it is an arterial, but it is built to that width to
accommodate the volume of traffic it is expected to carry (see Table D-1). The length
of trips that are served is more a determining factor for roadway classification.
Collector Streets
The following are principles for laying out subdivision streets, including collectors. In
this case, the primary function of such streets will be to provide access. A secondary
function may include through movement of intra-community travel.
1. Collectors must provide adequate access to abutting parcels.
2. Collectors should be designed to minimize through traffic. That is, the layout of
collectors should not promote diversion of traffic from arterials.
TABLE D-1
TYPICAL ROADWAY CAPACITIES
Hourly General Maximum
Cross-Section Lane Capacity Two—Way ADT (t)
Two-lane Urban 550/lane 8,000 10,000
Three-lane Urban 600/lane 14,000 18,000
Four-lane Undivided Arterial 650/lane 15,000 25,000
Four-lane Divided Arterial 850/lane 30,000 41,000
Six-lane Divided Arterial 850/lane 45,000 60,000
Four-lane Expressway 1,100/lane 35,000 60,000.
Six-lane Expressway 1,100/lane 48,000 88,000
Four-lane Unmetered Freeway 1,900/lane 65,000 90,000
Six-lane Unmetered Freeway 1,900/lane 97,500 135,000
Four-lane Metered Freeway 2,200/lane 75,000 105,000
Six-lane Metered Freeway 2,200/lane 115,000 160,000
(1) Capacity can vary greatly depending on access control, cross-street volumes, and peaking
characteristics. These values reflect potential capacity and not desirable range of operation.
D-3
I
FUNCTIONAL CLASSIFICATION SYSTEM CRITERIA FOR THE TWIN CITIES REGION
Principal Arterial
Freeway Other Principal Arterial
Criterion Urban Rural Urban Rural
Place Connections Interconnect the metro centers and
regional business concentrations,
important transportation terminals and
large institutional facilities within the
MUSA (see Figure F-1).
Connect the MUSA with urban areas
and major cities in Minnesota and
other states.
Interconnect the metro centers and
regional business concentrations with
important transportation terminals and
large institutional facilities within the
MUSA.
Connect the MUSA with major cities
in Minnesota and other states.
Spacing Fully developed area: 2-3 miles
Developing area: 3-6 miles
Permanent Rural and Agricultural
Areas : 6-12 miles (radial only).
Fully developed area: 2-3 miles
Developing area: 3-6 miles
Permanent Rural and Agricultural
Areas: 6-1.2 miles (radial only)
Management Maintain at least 40 mph average
speed during peak-traffic periods.
Retain ability to meet urban speed
objective if and when area urbanizes.
Maintain at least 40 mph average
speed during peak-traffic periods.
Retain ability to meet urban speed
objective if and when area urbanizes.
System Connections and
Access Spacing*
To other interstate freeways, other
principal arterials and selected minor
arterials. Connections between
principal arterials should be of a
design type which does not require
vehicles to stop. Access at distances
of 1-2 miles.
To other interstate freeways, principal
arterials, selected minor arterials and
major collectors. Access at distances
of 2-6 miles.
To interstate freeways, other principal
arterials, selected minor arterials and
selected collectors. Connections
between principal arterials should be
of a design type which does not
require vehicles to stop. Intersections
should be limited to one-half mile
with 1-2 miles desired.
To interstate freeways, other principal
arterials, selected minor arterials and
selected major collectors.
Intersections should be limited to
several miles.
Trip-Making Service Trips greater than 8 miles with at least
5 continuous miles on principal
arterials. Express transit trips.
Trips greater than 8 miles with at least
5 continuous miles on principal
arterials. Express transit trips.
Mobility vs. Land Access* Emphasis is placed on mobility rather
than land access. No direct land
access should be allowed.
Emphasis is placed on mobility rather
than land access. No direct land
access should be allowed.
Greater emphasis is placed on
mobility than on land access. Little or
no direct land access within the urban
area.
Greater emphasis is placed on
mobility than on land access. Little or
no direct land access.
Source: Metropolitan Council Transportation Polity Plan, 1997; Table F-1
* The key objective is stated under "Management" heading in this table.
Metropolitan Council
Functional Classification Criteria
FIGURE
D-1
I
FUNCTIONAL CLASSIFICATION SYSTEM CRITERIA FOR-THE TWIN CITIES REGION
Principal Arterial
Freeway Other Principal Arterial
Characteristics Urban Rural Urban Rural
System Mileage Suggested limits for interstate and
other principal arterials at 5-
10 percent of system. •
Suggested limits for interstate and
other principal arterials at 2-4 percent
of system.
See "Freeway." See "Freeway."
Percent of Travel - VMT Suggested limits for interstate and
other principal arterials at 40-
65 percent of system.
Suggested limits for interstate and
other principal arterials at 30-
55 percent of system.
See "Freeway." See "Freeway."
Intersections Grade separated. Grade separated. Grade separated desirable. At a
minimum, high-capacity controlled at-
grade intersections,
Grade separated desirable. At a
minimum, high capacity controlled at-
grade intersections.
Parking None. None. None. None.
Large Trucks No restrictions. No restrictions. No restrictions. No restrictions.
Management Tools Ramp metering,
Preferential treatment for transit,
Interchange spacing.
Interchange spacing. Ramp metering, preferential treatment
for transit, access control, median
barriers, traffic signal progression,
staging of reconstruction, intersection
spacing.
Interchange spacing, access control,
intersections spacing.
Vehicles Carried 25,000 - 200,000 5,000 - 50,000 15,000 - 100,000 2.500 - 25,000
Posted Speed Limit 45-55 mph 55-65 mph 40-50 mph Legal limit
Right-of-Way 300 feet 300 feet 100-300 feet 100-300 feet
Transit Accommodations Priority access and movement for
transit in peak periods where needed.
None Priority access and movement for
transit in peak periods where possible
and needed
None
Source: Metropolitan Coundl Transportation Policy Plan, 1997; Table F-1
Metropolitan Council
Functional Classification Criteria
FIGURE
D-2
FUNCTIONAL CLASSIFICATION SYSTEM CRITERIA FOR THE TWIN CITIES REGION
. Minor Arterial ("A" or "B")
Criterion Urban Rural
Place Connections Provide supplementary connections to metro centers and regional business•
concentrations within the MUSA. Provide interconnection of major traffic - -
generators within the metro centers and regional business concentrations.
Connect the MUSA with cities and towns in Minnesota outside the Twin Cities
region. Interconnect rural growth centers inside the Twin Cities region and
comparable places near the Twin Cities region.
Spacing Metro centers and regional business concentrations: 'A -3/4 mile
Fully developed area: 'A miles
Developing area: 1-2 miles
Permanent Rural and Agricultural Areas: As needed, in conjunction with the
major collectors, to provide adequate interconnection of places identified in
"Place Connections" criterion.
System Connections To most interstate freeways and other principal arterials, other minor arterials
and collectors and some local streets.
To most interstate freeways and other principal arterials, other minor arterials
and collectors and some local streets.
Trip-Making Service Medium to short trips (2-6 miles depending on development density) at
moderate speeds. Longer trips accessing the principal arterial network. Local
and limited-stop transit trips.
Management Maintain the following minimum average speed during peak-traffic periods:
Metro centers and regional business concentrations: 15 mph
Fully developed area: 20 mph
Developing area: 30 mph
Retain ability to meet urban speed objective if and when area urbanizes.
Mobility vs. Land Access* Emphasis on mobility rather than on land access. Direct land access within the .
MUSA restricted to concentrations of commercial/industrial land uses.
Emphasis on mobility rather than on land access.
Source: Metropolitan Council Transportation Policy Plan.1997; Tablet l-1
• The key objective is stated under "Management" heading in this table.
1
Metropolitan Council
Functional Classification Criteria
FIGURE
D-3
FUNCTIONAL CLASSIFICATION SYSTEM CRITERIA FOR THE TWIN CITIES REGION
Minor Arterial (' A" or "B")
Characteristics Urban Rural
System Mileage Suggested limits for principal arterials and minor arterials at 15-25 percent of
system.
Suggested limits for principal arterials and minor arterials at 6-12 percent2)f
system.
Percent of Vehicle Miles
Traveled
Suggested limits for principal arterials and minor arterials at 65-80 percent of
system.
Suggested limits for principal arterials and minor arterials at 45-75 percent of
system.
Intersections Traffic signals and cross street stops. Cross street stops.
Parking Restricted as necessary. Restricted as necessary.
Large Trucks Restricted as necessary. Restricted as necessary.
Management Tools
'
Traffic signal progression and spacing, land access management/control,
preferential treatment for transit.
Land access management/control.
Vehicles Carried 5,000-30,000 1,000-10,000
Posted Speed Limit 35-45 mph Legal limit
Right-of-Way 60-150 feet 60-150 feet
Transit Accommodations Preferential treatment where needed. None.
Source: Metropolitan Council Transportation Policy Plan.1997; Table F-1
Metropolitan. Council
Functional Classification Criteria
FIGURE
D-4
1
FUNCTIONAL CLASSIFICATION SYSTEM CRITERIA FOR THE TWIN CITIES REGION
Collector Local
Criterion Urban Rural Urban Rural
Place Connections Interconnect neighborhoods and minor
business concentrations within the
MUSA. Provide supplementary
interconnection of major generators
within the metro centers and regional
business concentrations.
Provide supplementary
interconnection among rural growth
centers inside the Twin Cities region
and comparable places near the Twin
Cities region.
Interconnect blocks within residential
neighborhoods and land parcels within
commercial/ industrial developments.
Spacing Metro centers and regional business
concentrations:
1/8-1/2 mile
Fully developed area: 1/4 - 3A mile
Developing area: 1/2-1 mile
Permanent Rural and Agricultural
Areas : As needed in conjunction with
minor arterials, to provide adequate
interconnection of places identified in
"Place Connections" criterion. In
addition, minor collectors should be
designated at an average spacing of
not less than 4 miles.
As needed to access land uses. As needed to access land uses.
System Connections and
Access Spacings
Sometimes to interstate freeways and
other principal arterials. To minor
arterials, other collectors and local
streets.
To minor arterials, other collectors
and local streets.
To a few minor arterials. To
collectors and other local streets.
To a few minor arterials. To collectors
and local roads.
Trip-Making Service Short trips (1-4 miles depending on
development density) at low to
moderate speeds. Longer trips
accessing the arterial network. Local
transit trips.
Short trips (under 2 miles) at low
speeds. Longer trips accessing the
collector or collector and arterial
network.
Mobility vs. Land Access* Equal emphasis on mobility and land
access. Direct land access
predominantly to development
concentrations.
Emphasis on land access, not on
mobility. Direct land access
predominantly to residential land uses.
Emphasis on land access not on
mobility. Direct land access
predominantly to agricultural land uses.
Source: Metropolitan Council Transportation Policy Plan, 1997; Table F-1
* The key objective is stated under "Management" heading in this table.
Metropolitan Council
Functional Classification Criteria
1/
FIGURE
D-5
1
FUNCTIONAL CLASSIFICATION SYSTEM CRITERIA FOR THE TWIN CITIES REGION
Collector Local
Criterion Urban Rural Urban Rural
System Mileage Suggested federal limitations: 5-
10 percent
Suggested federal limitations: 20-
25 percent
Suggested federal limitations: 65-
80 percent
Suggested federal limitations: 63-
75 percent
Percent of Travel-VMT Suggested federal limitations: 5-
10 percent
Suggested federal limitations: 20-
35 percent
Suggested federal limitations: 10-
30 percent
Suggested federal limitations: 5-
20 percent
Intersections Four-way stops and some traffic
signals.
Local street traffic should be required
to stop.
As required. As required.
Parking Restricted as necessary. Unrestricted. Permitted as necessary. Permitted as necessary.
Large Trucks Restricted as necessary. Restricted as necessary. Permitted as necessary. Permitted as necessary.
Management Tools Number of lanes, traffic signal timing,
land access management.
Land access management. Intersection control, cul-de-sacs,
diverters.
As necessary.
Vehicles Carried Daily 1,000-15,000 250-2,500 Less than 1,000 Less than 1,000
Posted Speed Limit 30-40 mph 35-45 mph Maximum 30 mph Maximum 30 mph
Right-of-Way 60-100 feet 60-100 feet 50-80 feet 50-80 feet
Transit Accommodations Cross-sections and geometries
designed for use by regular-route
buses.
None. Normally uses as bus routes only in
non-residential areas.
None.
Source: Metropolitan Council Transportat on Policy Plan, 1997; Table F-1
Metropolitan Council
Functional Classification Criteria
FIGURE
D-6
EDINA PARK AND RECREATION
DEPARTMENT
COMPREHENSIVE PLAN
EDINA PARK AND RECREATION DEPARTMENT COMPREHENSIVE PLAN
It is the goal of the Edina Park and Recreation Department to do our part in further developing,
preserving, and maintaining the City of Edina's parks, recreation programs and resources as a
premier and comprehensive park and recreation department in the Twin Cities area.
INTRODUCTION
'ark and Open Space Acreage
There are three different types of owners of present or potential parklands and open space areas
located of Edina:
1. City owned parklands and designated open space areas.
2. Public and quasi-public entities that own real estate in Edina, which is presently or
potentially available for, use as parkland or open space.
3. Individuals or organizations in the private sector that own real estate in the city of Edina,
which is presently available for use as parkland or open space.
In addition to undeveloped land owned by the private sector, there are other parcels owned by
public,.quasi-public or private entities which, while not falling in the traditional definition of
"open space" or "parkland", are nevertheless "green space" areas devoted to recreational
activities or left in a state of open space. Examples of these parcels would be:
• Edina Country Club
• Interlachen Country Club
• Church owned properties
• Edina School District properties
• The meadows in White Oaks neighborhood
• Power line easements
• Other miscellaneous vacant space
It is important to keep all these present and potential parklands and open space areas under
consideration in planning future city-owned parkland and open space acreage.
OBJECTIVE
It is the goal of the City of Edina to meet or exceed the National Recreation and Park
Association's suggested park and open space acreage standards as per population.
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ark and Recreation Plan
OPEN SPACE ACREAGE
Definition of open space: open space is characterized by a variety of land types including the
environmentally sensitive areas of the floodplains, lands riparian to water courses, wetlands,
steep slopes and storm .water holding areas. These open space areas are predominantly. left in
their natural states; however, they can offer such passive uses as wildlife reserves, casual
walking, bicycling, and simple enjoyment of the outdoors.
CURRENT INVENTORY
All open space areas were inventoried and categorized as follows:
(Quadrants were determined by the two dividing highways in Edina: Highway 62 and Highway
100).
3IAP CODE NORTHWEST QUADRANT ACREAGE
A Nine Mile Creek Right of Way 148.15
A Lincoln Drive Floodplain 17.16
H Division Street Storm Water Drainage 18.14
D Moore Property (Melody Lake) 4.96
E Normandale Rd. (NW Benton & Hwy 100) 2.14
B Garden Park Addition 6.70
F Glenbrae & Ayrshire 4.30
C Krahl Hill 7.75
G Pine Grove Rd. (S and E of dead-end) 4.39
NORTHEAST QUADRANT
I Littel & Lynn Avenue .46
J W. 41st Street and Lynn Avenue 3.10
K Minnehaha Creek Right of Way 22.88
L Townes Road 1.00
SOUTHWEST QUADRANT
M Nine Mile Creek Right of Way 9.75
N Cahill School Backlot 11.05
O NE of High School & S of Crosstown 37.29
P Dewey Hill Ponds 48.00
Q Limerick Dr. (dead end W of RR) 3.90
SOUTHEAST QUADRANT
R Bristol & Mavelle 1.01
COTAL OPEN SPACE ACRES 352.13
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ark and Recreation Plan
The following are individual park acreage totals:
MINI PARK 12 PARKS - 24.99 ACRES
A Mini park is characterized by a size of approximately 2 acres or less and is designed to serve
primarily the needs of pre-school age children, although it may provide facilities designed to
serve the recreation needs of other age groups. Service Area - 1/4 Square Mile.
lap
.ode Park Address Size Quadrant
4 Birchcrest 6016 Hansen Rd. 1.61 Acres NW
7 Browndale 4510 Browndale Ave. .82 Acre NE
8 Chowen 5700 Chowen Ave. .93. Acre NE
14 Kojetin 4201 W. 44th Street 2.69 Acres NE
17 Heights 5520 W. 66th Street 4.00 Acres. SW
19 Lake Edina 4400 Parklawn Ave. 3.10 Acres SE
)0 McGuire W. 69th & McGuire Rd. 2.00 Acres SW
Melody Lake 5501 Melody Lake Dr. 4.18 Acres NW
24 Sherwood Sherwood Rd. & Edenmoor 2.00 Acres NW
39 St. Johns W. 60th & St. Johns Ave. .94 Acre NE
26 Tingdale W. 59th & Tingdale Ave. .67 Acre NW
36 York Park 5448 York Ave. 2.05 Acres NE
NEIGHBORHOOD PARK 10 PARKS - 74.88 ACRES
Neighborhood parks are designed to serve primarily the needs of children six to fourteen years of
age. Tennis courts, softball diamonds, basketball and ice skating facilities are commonly
provided in neighborhood parks. Neighborhood parks range in size from approximately two
acres to twenty acres. Service Area - 1 Square Mile.
vlap
ode Park Address Size Quadrant
1 Alden 6750 Belmore Lane 5.12 Acres NW
2 Arden 5230 Minnehaha Blvd. 17.75 Acres NE
10 Cornelia Sch. 7124 Cornelia Drive 10.75 Acres SE
11 Countryside 6240 Tracy Ave. 9.01 Acres NW
15 Fox Meadow Blake Rd. & Fox Meadow Ln. 3.84 Acres NW
22 Norm an dale 6501 Warren Ave. 10.06 Acres SW
25 Strachatter 6200 Beard Ave. 4.50 Acres NE
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ark and Recreation Plan
9 Utley 50th & Wooddale Ave. 5.73 Acres NE
5 Wooddale W. 50th & Wooddale Ave. 4.70 Acres NE
7 Yorktown W. 7311i & York Ave. 3.42 Acres SE
OMMUNITY PLAYFIELDS 9 PARKS - 287.65
Community playfields typically range in size from approximately 20 to 60 acres. These parks
are designed to provide facilities for diverse recreational activities for young people and adults,
although a section is also typically set aside for smaller neighborhood children. Service area - 9-
16 square miles.
lap
ode Park Address Size Quadrant
2 Creek Valley W. 64th & Gleason Road 10.00 Acres NW
6 Garden 5520 Hansen Road 18.74 Acres NW
8 Highlands 5200 Doncaster Way 44.05 Acres NW
;3 Lewis Dewey Hill & Cahill Road 21.04 Acres SW
Pamela 5900 Park Place 62.00 Acres NE
!7 Todd 4429 Vandervork Ave. 33.97 Acres NW
Van Valkenburg 4935 Lincoln Drive 41.76 Acres NW
;1 Walnut Ridge 5801 Londonderry Road 44.24 Acres NW
Weber 4115 Grimes Ave. 11.85 Acres NE
COMMUNITY PARKS 4 PARKS - 549.05 ACRES
The community park is usually a large park of more than 100 acres, or a smaller park containing
special community facilities.
/lap
',ode Park Address Size Quadrant
5 Braemar SW Corner of Edina 500.00 Acres SW
10 Centennial Lakes 7495 France Avenue 25.00 Acres SE
9 Kenneth Rosland 4300 West 66th Street 22.05 Acres SE
13 Edinborough .7700 York Avenue South 2.00 Acres SE
SPECIAL PURPOSE PARKS
7 PARKS - 271.96 ACRES
The special purpose park provides a single or specific form of recreation. Service Area City
Wide.
clap
:ode Park
Address Size Quadrant
3 Arneson Acres 4711 West 70th street 15.00 Acres SE
/lini-Park
1eighborhood Park
community
'layfield
community
Less than 1 acre
Serve children
ages 6-14
Serve recreational
needs of young
people and adults
Large park in
Page 5
ark and Recreation Plan
6 Bredesen Vernon Ave. & Olinger Blvd. 206.00 Acres NW
Richards Golf Course 7640 Parklawn Ave. 39.65 Acres SE
1 Southdale Gateway SE Corner of Edina 9.97 Acres SE
:8 Tupa 4918 Eden Avenue 1.00 Acre NE
.4 Williams West 50th & Browndale .34 Acre NE
.8 Senior Citizen Center 5701 Normandale Road 5,000 Sq.Ft. NE
INVENTORY SUMMARY
ACRES
352.13
24.99
74.88
287.65
549.05
271.96
1,560.66
5.00
1,560.66
1,565.66
►PEN SPACE (19 areas)
IINI PARKS (12)
1EIGHBORHOOD PARKS (10)
:OMMUNITY PLAYFIELDS (10)
:OMMUNITY PARKS (4)
PECIAL PURPOSE PARKS (7)
'OTAL OPEN SPACE & PARKLANDS
)THER MAINTAINED GRASS AREAS
'LAZAS, TRIANGLES AND CIRCLES
)PEN SPACE & PARKLANDS
'OTAL PARKS, OPEN SPACE & OTHER
'ARKLAND ACREAGE
'he following are parkland acreage totals per park classification:
301vIPONENT CHARACTER SVC AREA
# OF
PARKS
TOTAL
ACREAGE
sq.mi. 12 24.99
1 sq.mi. 10 74.88
• 9-16 sq.mi. 9 287.65
4-16 sq.mi. 4 549.05
Page 6
ark and Recreation Plan
rrk
pecial Purpose
ark
excess 100 acres.
Serving pre-school
-adult active and
passive recreational
pursuits
Provides a special
form of recreation
City Wide 7 271.96
'otal Parkland Acreage 40 1,208.53
VOLUNTEER CITIZEN BOARDS/ASSOCIATIONS
Relationships with the Edina Park Board and the Edina Park and Recreation Depai nient -
The 'relationships have basic philosophies and policies that the Edina Park and Recreation
Department recommends to be used in working with the Volunteer Citizen Boards/Associations.
In order to maintain quality programming, the following policies are followed:
• The Edina Park Board and Edina Park and Recreation Department recognizes the
individual citizen boards/associations in the city of Edina as the only governing body
for each respective activity.
• The Edina Park Board in cooperation with the Edina Park and Recreation Department
will administer and help each individual group plan, provide facilities and give
professional direction regarding operation of their group so as to maintain continuity
and the basic philosophies.
• The Edina Park and Recreation Department acts as a liaison between the citizen
boards/associations and the Edina Park Board ensure that the boards are providing a
well-rounded and equal program for the community and all citizens.
• The Edina Park and Recreation Depai tnient has a very close day to day working
relationship with each group.
HISTORICAL SOCIETY
The Historical Society is an independently incorporated board that implements programs and
seminars that portrays the community's history. The Historical Society serves as the custodian
for the history of Edina and the guardian of the artifacts of the city. The Historical Society's
Board of Directors and their members have a close working relationship with the Edina Park and
Page 7
ark and Recreation Plan
Recreation Department. The Historical Society in cooperation with the Park and Recreation
Depai tinent serves as the managers of the Edina museum at Arneson Acres and operation of the
Cahill School and Grange Hall at Tupa Park. The Edina Park and Recreation Department
provides assistance in planning and scheduling as well as ensuring availability of facilities for
the Edina Historical Society.
GARDEN COUNCIL
The Edina Garden Council is an independently incorporated board that implements programs
and seminars for the community in gardening. The Edina Garden Council Board of Directors is
made up of members of the Edina Garden Clubs and serves as a guardian of the greenhouse and
formal garden of Arneson Acres as well as gardens throughout the park system. The Garden
Council works very close with the Park and Recreation Department with the growing of plant
materials in the greenhouse and planting of gardens throughout the park system. The Edina Park
and Recreation Depai tilient provides assistance in planning and scheduling as well as ensuring
availability of facilities for the Garden Council.
EDINA ADVISORY COMMITTEE ON DISABILITIES AND ADAPTIVE
RECREATION/LEARNING EXCHANGE ADVISORY COMMITTEE
Adaptive programs provide recreational and educational opportunities for individuals who
happen to be physically disabled, hearing impaired, learning disabled, autistic, mentally
handicapped or chronically mentally ill. The Adaptive Recreation programs, sponsored by the
Edina Park and Recreation Department, provide leisure and recreational opportunities for both
children and adults. The Edina School District sponsors the Learning Exchange, a Community
Education program serving adults with disabilities. Both programs are part of a larger
cooperative effort serving the communities of Bloomington, Richfield, Edina, and Eden Prairie.
EDINA ADVISORY COMMITTEE
1. To advise, consult with or make recommendations to the ARLE (Adaptive
Recreation/Learning Exchange) Supervisors in matters relating to the development,
implementation and evaluation of social/recreational, education programs, and related
services designed for individuals with disabilities for the City of Edina.
2. To provide input to the ARLE Representative(s) from Edina serving on the Four City ARLE
Advisory board.
ARLE (ADAPTIVE RECREATION LEARNING EXCHANGE) ADVISORY
COMMITTEE
Page 8
ark and Recreation Plan
To advise, consult with or make recommendations to the ARLE supervisors on matters relating
to the development, maintenance and evaluation of social/recreational, educational programs
and related services designed for individuals with disabilities for the communities of Edina,
Bloomington, Richfield and Eden Prairie.
Membership consists of 6 consumers or parents, 3 individuals from agencies who represent
persons with disabilities, 3 professionals and 3 school personnel.
EDINA ATHLETIC ASSOCIATIONS
There are currently thirteen (13) Edina youth athletic associations. These are independently
incorporated youth athletic associations that plan and implement youth sports programs for their
particular sport. The formal relationship between these youth athletic associations and the Park
Board and Edina Park and Recreation Department is best described as follows.
The Edina Park Board and the Edina Park and Recreation Department recognize the individual
athletic associations in the City of Edina as the only governing body for each respective sport.
With regards to services and access to facilities, first priority will be given to those recognized
youth athletic associations. It is the philosophy of the Edina Park Board that the Edina Park
and Recreation Department assist each youth athletic association where needed by:
• Providing clerical support services (limited typing, mailing and photocopying, assist with
day-time registration, facility reservations, filing, referrals, and other miscellaneous clerical
duties).
• Providing game and practice scheduling services.
• Providing City maintained athletic facilities.
• Providing meeting rooms for board meetings, coaches clinics, etc.
• Securing and scheduling Edina School District owned athletic facilities.
• Ensuring that each youth athletic association administers their program in a manner that is
keeping with the philosophy of the Edina Park Board
The Edina Park and Recreation Department acts as a liaison between the youth athletic
associations and the Edina Park Board to ensure that the associations are providing a well
rounded and equal program for all participants.
It is the philosophy of the Edina Park Board that youth athletic associations abide by the
following guidelines.
Page 9
ark and Recreation Plan
I. That all boys and girls receive an equal opportunity to participate in any activity at
whatever ability level they may play. (Equal playing time at every level is not mandatory,
however, is encouraged)
2. Have fun.
3. Build good sportsmanship and character.
4. Learn basic fundamentals of the sport they participate in.
5. Be a good team member.
6. Learn to accept discipline.
7. Have a reasonable amount ofpractice and games.
8. The Edina Park Board and Edina Park and Recreation Department encourage the use of
volunteers on the Board of Directors, as well as in the coaching, because we believe in the
philosophy of citizen involvement.
9. Selection of members to serve on the Board of Directors and as coaches should be based on
the prospective member having the understanding of the basic program for all ability levels
and all ages.
The continued devotion and support from dedicated volunteers who serve on athletic
associations have a direct impact on the quality of service provided in youth athletics in Edina.
Judging from past experience, each youth athletic association will likely continue to provide a
high standard and quality athletic program well into the future.
The Edina volunteer citizen boards and associations play an important role in the delivery of a
comprehensive recreation program. The countless hours of volunteer service have a significant
financial impact on the city of Edina's quest to provide premier services while minimizing the
burden on the Edina taxpayer. These boards and associations also contribute to Edina resident's
quality of life and promote a sense of community within the city. Edina's volunteers are one of
Edina's most valuable resources.
TRENDS
It is difficult to project trends that affect recreation program planning. However, the Park and
Recreation staff need to be aware of and responsive to future trends. Some current trends that
affect recreation programming and are likely to continue include:
• aging population
• physical fitness/wellness/nutrition
• drug and alcohol abuse
• increase emphasis for integrated program opportunities for disabled populations
• more state and national sports events in Minnesota
• video games and electronics era
Page ]o
ark and Recreation Plan
• home exercise program promotions
• over-programmed youth (less free play time in non-organized activities)
• inter-community programming (networking)
• increased demand for gym space
• starting recreation programs for earlier ages (pre-school)
• single parent families/working families
• increased use of day-care/latch key programs
• competition from the private sector recreation opportunity offerings
Some of the above trends will become an even greater challenge in programming recreational
activities in the future.
SUMMARY OF ASSUMPTIONS
To summarize, the six major areas of assumptions are:
1. Edina Park Board Mission Statement
2. Edina Art Center Board Mission Statement
3. Edina Park and Recreation Depai tment Mission Statement
4. Population and Demographics Projections
5. Volunteer Citizen Boards/Associations
6. Trends
All of the above six areas affect planning of Park and Open Space Acreage, Park Development,
and Recreation Programming recommendations. The above assumptions, along with later
mentioned current inventories, make-up the formula to establish a plan with each category.
The following report consists of recommended goals, objectives and policies, within each
category, that are based on all the above mentioned assumptions with the omission of one
important additional assumption, availability of funding. Although most recreation programs
and enterprise facilities are self-sufficient, the funding for the proposed park development plans
will be addressed at the conclusion of this report.
FACTORS OF INFLUENCE
The National Park and Recreation Association periodically publishes "Park and Open Space
Standards and Guidelines" for municipal park and recreation agencies to assist in comprehensive
planning. The N.R.P.A. suggests that the "national standards" be used only as a benchmark
guideline because each community has its own unique profile in regards to demographics, total
Page 11
ark and Recreation Plan
acreage, terrain, climate and a host of other affecting factors. Nonetheless, Edina currently
exceeds the national standard guideline for acres per 1,000 residents.
The N.R.P.A. suggests a national standards guideline of 25 acres per 1,000 residents. This
standard would include all local, county, and state owned property within the community. Edina
has no county, state or federal parklands. The City's 1,565.66 total park and open space acreage
computes to 34.02 acres per 1,000 residents (based on a current population projection of
46,000).
The N.R.P.A. also suggests that each community should devote 10% of the total area of a city to
park and open space. Edina has a total of 10,240 acres of which 1,565.66 acres are park and
open space. Thus, 15.3% of Edina's land area is currently devoted to park and open apace.
The Platting Ordinance
Edina Ordinance No. 810, "The Platting Ordinance", states that in every plat, replat, or
subdivision of land to be developed for residential, commercial, industrial, or other uses, a
reasonable portion of such land shall be set aside and dedicated by the tract owner to the general
public as open space for parks, playgrounds, public open space, or storm water holding area or
ponds, or, at the option of the City, the tract owner shall contribute to the City an amount of cash
in lieu of such a land dedication.
A flexible set of guidelines were adopted by the Edina City Council on July 10, 1978, to assist in
the determination of "Requirement of land or cash in lieu of land". Some of these guidelines are
as follows:
A land dedication and public access to such a dedication may be required when:
• Property is adjacent to an existing park or public open space and the
addition beneficially expands the park or public open space.
• Property available for dedication is at least 6 acres in area or will be
combined with future dedications so that the end result will a
minimum of a 6 acre park.
• Property abuts a natural lake, pond, or stream.
• Property is a natural storm water holding area, a flood plain, or is
needed for storm water holding and cam be dredged or otherwise
improved for that purpose.
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'ark and Recreation Plan
Cash will be required in all other instances than above unless facts and
circumstances direct a combination public dedication of land and cash in lieu of
land.
PARKLAND AND OPEN SPACE
OBJECTIVE
Continue to devote a minimum of 15% of Edina's land area to parkland and open
space in the future.
POLICIES
• The City of Edina will not sell or donate ownership of any park or
open space acreage.
• The City of Edina will consider purchase of additional potential park
and/or open space acreage if and when future opportunities arise,
however, each opportunity will be judged on its individual merit and
value to the total Edina Park Systems. Special consideration will be
given to parcels which are currently owned by a public or quasi-public
entity other than the City of Edina, or privately owned, and currently
serve in a open space or parkland capacity.
• When considering land dedication or cash in lieu of land in the future,
the City of Edina will strongly consider "the Platting Ordinance
Guidelines", which applies to Edina Ordinance No.810.
The City of Edina will purchase additional parkland and/or open space acreage as
necessary to continually meet or exceed updated national standards for parkland
and open space acreage as per population.
PARK DEVELOPMENT
OBJECTIVE
Provide and maximize accessibility to premier active and passive recreation
facilities within the park and open space system which respond to the diverse
need of the population.
POLICIES
Page 13
Irk and Recreation Plan
• Design an long-range master plan for the Edina Aquatic Center and Kenneth
Rosland Park.
• Utilize tax increment financing or other available funding sources as needed
to construct a municipally owned Senior Citizen's Center.
• Cooperate with the Edina Public Schools to study the feasibility of designing
and constructing more gymnasiums to primarily meet after-school gymnasium
demands.
• Cooperate with the Edina Public Schools to study the feasibility of
constructing a 50 meter competition pool adjunct to an existing school
facility.
• Design and construct fire protection systems for Braemar West Arena, the
historic Grange Hall and historic Cahill School buildings.
• Install a keyless entry system to all park buildings that are available for public
use or are in need of a security system.
• With neighborhood input, establish master plans for future park development
for:
n Van Valkenburg Park
n Fox Meadow Park
n Arden Park
n Walnut Ridge Park
• Construct three batting cages at Van Valkenburg Park.
• Create pathways around the perimeters of Pamela Park, Weber Park and
Highlands Park.
• Construct outdoor picnic shelters at Braemar Park, Pamela Park and Van
Valkenburg Park.
• Design and install park identification signs and various park regulation and
warning signs where needed.
• Design and construct a safe archery range site.
PARK MAINTENANCE
OBJECTIVE
It is the goal of the City of Edina to maintain all Edina's park lands and facilities
at a premier standard.
POLICIES
• Replace the heater for the main pool at the Edina Aquatic Center.
• Replace the concessions building at Courtney Fields, Braemar Park.
Page 14
irk and Recreation Plan
• Replace fencing and dugouts on field #4 at Courtney Fields, Braemar Park.
• Re-grade, irrigate and sod field #4 at Courtney Fields, Braemar Park.
• Construct concrete aprons around all park shelter buildings.
• Design and install underground irrigation at the following sites:
1. Countryside Park west baseball field.
2. Highlands Park soccer and softball field.
3. Rosland Park baseball field.
4. Todd Park softball field.
5. Tupa Park grounds.
6. Weber Park baseball field and softball field.
7. Wooddale Park softball field.
8. Upgrade all tot lot baseball fields (grading, sodding and bases).
9. Re-grade and sod Countryside Park west baseball field, Cornelia
School Park softball and baseball fields and Weber Park baseball field.
10. Make pathway improvements (grading, asphalt, bridge and signs) at
Rosland Park.
11. Replace maintenance garage at Courtney Fields, Braemar Park.
12. Replace all perimeter fencing around Bredesen Park
13. Reinstate the full-time Park Maintenance worker not replaced since
1990 to ensure premier maintenance standards in all park restroom
facilities, as well as quality outdoor skating ice. •
RECREATION PROGRAMMING
OBJECTIVE
It is the objective of the City of Edina to provide premier and comprehensive
recreation and athletic programs that meet or exceed leisure activity needs and
desires of Edina residents of all ages and abilities.
CURRENT INVENTORY
The City of Edina offers a wide range of recreation programs for youth, adult and
senior citizen participants. These programs include both active and passive
activities and covers all aspects of leisure activity programs, such as:
• Recreational
• Athletic
• Performing and Visual Arts
• Special Events
• Adaptive Recreation (integrated and segregated)
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ark and Recreation Plan
The following is a current inventory of recreation programs by four categories:
YOUTH
Arts and Crafts Volleyball
Bandy Firearm Safety
Baseball Football
Softball Golf Instruction
Basketball Gymnastics
Puppet Shows Swim Instruction
Flag Football Skating Instruction
Hockey Coach Pitch
Soccer Tennis Instruction
Tennis Tournaments Playgrounds
Adaptive Recreation Programs: Integrated and Segregated
Swimming Pool
Ice Arena
Recreational Skating
Gun Range
Grange Hall
Cahill School
Bocci Ball Courts
Wrestling
Team Tennis
ADULT
Arts and Crafts
Touch Football
Softball
Basketball
Volleyball
Bocci Ball Courts
Firearm Safety
Golf Instruction
Swim Instruction
Ice Arena Skating
Recreational Skating
Skating Instruction
Tennis Instruction
Tennis Tournaments
Gun Range
Performing Arts (Theater)
Swimming Pool
Historical Society
Cross Country Skiing Adaptive Recreation Programs: Integrated and Segregated
SENIOR CITIZENS (in addition to adult programs)
Pool Tournaments Edina Singin Swingin Seniors
Swimnastics Open Pool Play
Bowling Watercolor Lessons
Edina Senior Citizens Club Trips and Tours
Walking Group Crafts
Golf (in cooperation with Richfield and Bloomington)
Card Clubs/Tournaments
Performing Arts
Softball
SPECIAL ANNUAL EVENTS/PROGRAMS
Page 16
irk and Recreation Plan
Figure Skating Show July 4th Celebration - Parade and Fireworks •
Family Jamboree Santa House (Edina Federated Women's Club)
Winter Ice Festival
Safety Camp
Adopt-A-Park
John Philip Sousa Memorial Band
FACTORS OF INFLUENCE ON RECREATION PROGRAMMING
INTRODUCTION
Although there are no national standards with regard to a community's recreation
programming, there is currently a well-balanced comprehensive offering of
recreation programming for all ages. Although there is a strong emphasis on
youth and adult athletics, there are numerous offerings in cultural programming,
the visual arts and basic recreation programs and special events for all ages.
NETWORKING
There are other organizations, both public, quasi-public and private, within Edina
and in neighboring communities that also provide recreation program
opportunities, such as:
• Edina Community Services/Edina School District.
• Edina based churches.
• Private Golf Clubs.
• Movie theaters.
• Private health clubs.
• YMCA.
The City of Edina recognizes the existence of other recreation opportunities and
the importance of analyzing the options of competing and/or networking with
these organizations. The main issues involved in networking vs. competing are:
I. Duplication of services.
2. Justifiable demand.
3. Quality of service based on availability of facilities and resources.
For example, the City of Edina found it to be more feasible to enter into a four-
city Joint Powers Agreement cooperative with Bloomington, Eden Prairie and
Richfield to cooperatively offer adaptive recreation services.
In recent years, youth athletic associations have found it feasible to join various
levels of play with neighboring communities to enhance those programs with
limited numbers of participants.
Page 17
ark and Recreation Plan
Overall, networking has been and will continue to be an effective and efficient
method of providing quality recreation programs.
FACILITIES
The availability of recreation facilities greatly influence the planning of future
recreation programs. A program cannot take place until the needed facility is
provided. For example, the youth and adult basketball and volleyball programs
cannot expand until more indoor gym space is provided. The recent addition of a
third indoor ice arena has helped meet the increased demand for indoor ice,
mainly due to the increased popularity of girls hockey.
The individual mission statements for each facility are as follows:
EDINA ART CENTER
The mission of the Edina Art Center is to provide facilities, program and services
that meet and reflect the needs of its residents and neighbors for participation,
education and enjoyment in the visual arts with emphasis on fine arts.
BRAEMAR AND FRED RICHARDS GOLF COURSES
The missions of the Braemar and Fred Richards Golf Courses are to be a premier
public golf facilities; and to make golfing accessible and affordable to primarily,
but not exclusively, Edina residents and yet remain competitively priced with the
Twin Cities area.
EDINA SENIOR CENTER
The mission statement of the Edina Senior Center is to provide needed services to
all Edina residents 55 years and older, with major emphasis on recreational,
health, social service and educational programs. Inclusive in this mission
statement and the following major areas: special events, information and referral,
dining, health, volunteerism and transportation.
EDINA AQUATIC CENTER
The mission of the Edina Aquatic Center is to be a premier public aquatic facility
and to make swimming accessible and affordable to primarily, but not
exclusively, Edina residents and yet remain competitively priced within the Twin
Cities area.
Page 18
ark and Recreation Plan
EDINBOROUGH AND CENTENNIAL LAKES PARK
The mission of Edinborough and Centennial Lakes Park is to be a premier
cultural and recreational oriented facility; and to make:
• diversified art forms for participants, performers, and observers.
• organized athletics (gym, pool and ice surface sports).
• recreationally oriented health enhancement activities (such as track, open pool
swim, open gym, weight lifting, open skating activities).
accessible and affordable to primarily, but not exclusively, Edina residents and
yet remain competitively priced within the Twin Cities area.
BRAEMAR ARENA
The mission of the Braemar Arena is to be a premier public ice facility and to
make skating accessible and affordable to primarily, but not exclusively, Edina
residents and yet remain competitively priced within the Twin Cities area.
OBJECTIVES
• Continue to provide visual and performing arts program opportunities for all
ages and abilities.
• Continue the positive and successful working relationship with Edina athletic
associations to ensure quality sports programs.
• Offer more recreation and athletic opportunities to Edina residents, ages 35-
65, to a level that meets their increased demands in the future.
• continue to provide quality integrated and segregated recreation program
opportunities for Edina's disabled population of all ages.
POLICIES
• The City of Edina will continue to provide facility program specialists to offer
recreation programs similar to the current level and diversity of offerings, and
be responsive to future trends and changing demands.
• The City of Edina will continue to work with, provide services for and support
youth athletic associations.
• The City of Edina will offer active and passive recreation opportunities for
Edina residents of all ages to a level that meets or exceeds the demand and
their expectations.
Page 19
ark and Recreation Plan
• Continue the mutually beneficial relationship involving joint use of facilities
with the Edina School District.
• The City of Edina will continue to provide a professionally trained therapeutic
recreation specialist to program activities for Edina's special needs
population, and ensure adequate training of paid and volunteer staff in
integrated and segregated settings.
• The City of Edina will continue to provide facilities and professional
assistance to program visual and performing arts.
FINANCING
'or the Edina Park and Recreation Department to maintain its parks and open space at a premier level, as well
s, continue to meet or exceed recreation program needs and desires, the City of Edina should consider all
vailable sources of funding, some of which include:
Commercial and residential property taxes.
Community Development Block Grants (where applicable to park projects and programs).
Capital plan appropriations.
General obligation bonds (voter-approved bonds).
Revenue bonds (bonds backed by enterprise facility generated income, rental income, or capital
appropriations).
• Donations, gifts or bequests.
'. Fees and charges.
Developers Funds.
• Tax increment financing.
0. Other government grants.
1. Excess revenues from enterprise facilities.
'riorities with regards to financing are to:
. Ensure premier condition of existing park facilities before considering expanding park facilities.
Finance park facility development with a minimum financial burden on Edina taxpayers.
Continue user-fee philosophy (today's user-fee finances today's facilities and programs).
Continue to maintain fees and charges at a competitive level.
Page 20
ark and Recreation Plan
. Continue to explore alternative grant-in-aid subsidies for Edina residents who cannot otherwise participate
in recreation programs due to financial hardship.
. Use up-to-date technology in building materials and equipment in future park developments to ensure
minimum operation and maintenance costs.
, fiscally sound and responsible approach is essential in planning and implementing park developments and
,tcreation programs. The City of Edina will continue to minimize the burden on Edina taxpayers in all of its
lanning, maintaining, and operational park developments and recreation programs.
hie to State mandated levy limits, funding sources for capital expenditures for park improvements have
ecome significantly limited. Short and long-term funding for capital improvements is a significant financial
hallenge facing the Edina Park and Recreation Depai tment. Capital funding is critical to maintaining premier
ark facilities, which are essential in providing premiere recreation programs and non-programmed leisure
ctivities, such as, walking, bicycling, picnics, bird watching, and fishing.
SIIHANdS AllVIINVS
LOCAL PLANNING
HANDBOOK
tE -
OVERVIEW
• SANITARY SEWERS
The purpose of this section is to initiate goals and policies to
provide for effective, efficient removal of sanitary sewage for
all areas of the City of Edina while also protecting the health,
safety and welfare of our citizens.
Relationship to Comprehensive Plan Requirements
This plan has been prepared in accordance with the current
requirements of the Metropolitan Land Planning Act and the
content of the sewer element included in the Local Planning
Handbook prepared by the Metropolitan Council in 1996.
•
Relationship to Surface Water Plan
Water Management The City of Edina is preparing a Surface
Plan that is consistent with the goals of the two local
watershed district plans, Minnehaha Creek Watershed
District and Nine Mile Creek Watershed District. The City's
Surface Water Management Plan is expected to be
completed early 1999.
SANITARY SEWER SYSTEM - LOCAL
The local sanitary sewer system consists of trunk and lateral
sewer lines that collect and carry sewage to the Metropolitan
Council Environmental Services (MCES) interceptors. There
are no MCES interceptors flowing through the City. Edina's
sewer system is fully developed. A recent report by Toltz,
King, Duvall, Anderson and Associates, Incorporated titled
1997 Evaluation of the City's Sanitary Sewer System
evaluated the City's system.
•
Existing System
The majority of the system was constructed in the 1940's
and 50's, with some development occurring through the
west half of the City during the 1960's and 70's. The Edina
sanitary sewer system currently serves almost all properties
within the City. The sewer system consists of about 180
miles of trunk and lateral lines, 4800 manholes, and 23 lift
stations. Currently there are seven Hennepin County
regulated Individual Sewage Treatment Systems in the City.
There are two major trunk sewers carrying flows out of the
City to MCES interceptors. Six other minor trunk lines and
laterals also carry flows to surrounding cities and MCES
interceptors.
• Page 2
Sanitary Sewers
SANITARY SEWER PIPES
-0- LOCAL SANITARY SEWER OUTLETS -IP- MCES INTERCEPTORS
LOCAL SANITARY SEWER MAP
The City is divided into 21 basins as determined in the 1983
Infiltration and Inflow Report by Donohue. The City can also
be grouped into three primary drainage areas as determined
by the 1997 Evaluation of the City's Sanitary Sewer System
by Toltz, King, Duvall, Anderson and Associates,
Incorporated (TKDA). •
Page 3
Sanitary Sewers
•
► MCES INTERCEPTORS LOCAL SANITARY SEWER OUTLETS
1-RF-490
1-RF-491
SANITARY SEWER PIPES SANITARY SEWER DISTRICT
LOCAL SANITARY SEWER DRAINAGE MAP
Page 4
Sanitary Sewers
The City's previous and projected sewer flows were also
calculated by TKDA in the 1997 Report and are summarized
in Table below.
SANITARY SEWER FLOWS
YEAR POPULATION FLOWS (MGY)
1979-80 46,073 2664 MGY
1993 46984 2727 MGY
1994 46841 2508 MGY
1995 46845 2559 MGY
1996 47029 2430 MGY
2000 47500 2680 MGY
2005 48000 2727 MGY
2010 48500 2778 MGY
2015 48750 2817 MGY
2020 49000 2864 MGY
System Maintenance & Improvement
The City has aggressively maintained the sanitary sewer
system. The City has implemented a standard jet cleaning
program where all lateral collection piping is cleaned on a
four-to-five year revolving schedule. The main trunk sewers
are not included in the cleaning program based on reliance
of scouring used to flush these pipes. The City also
televises both the trunk lines and laterals to help determine
areas in need of cleaning and improvements.
Due to the age of the system, inflow and infiltration can be
large contributors to high flows during wet periods. The 1997
Evaluation of the City's Sanitary Sewer System by TKDA
reanalyzes the City's Ill problem. The City has recently
undertaken an I/I reduction program that will provide
approximately 40% reduction. All buildings within the City
will be inspected for any potential clear water connection by
mid-1999. Any building with a sump pump system will then
be periodically inspected for clear water connections.
The City is proposing a number of sanitary sewer
improvements within the next five years. These
improvements are determined by a number of factors: age
of the existing system; peak capacity analysis of the system;
and existing design analysis of the system. The
improvements proposed for this system are:
• Rehabilitate six lift stations.
• Lateral line replacement for portions of the
Country Club Subdivision.
"-un-••
Sanitary Sewers
Page 5
• Redirect trunk line in order to separate existing
service lines from an operating trunk line.
• Rehabilitate manholes including cover
replacement to reconstructing structures.
• Continue and complete the City wide sump pump
inspection program.
• Consider Alternatives to increase conveyance
capacity from drainage Area A as identified in the
1997 Evaluation of the City's Sanitary Sewer
System by TKDA.
• Add an electronic utility data collection system to
monitor the system for capacity and Ill issues.
Goals, Policies, and Ordinances
Operation of the sanitary sewer system is based on the
following goal:
0 Provide for the present as well as the year 2020
an effective, efficient removal of sanitary sewage
for all areas of the City of Edina while also
protecting the health, safety and welfare of our
citizens.
Policies needed to maintain the system are:
• Continuously monitor sewage flow at principal
metering points to insure capacity of the system.
• Continue and upgrade the monitoring of the local
system through both televising lines and electronic
utility data collection.
• Continue to eliminate points of inflow and infiltration
to the system on public property, and require
elimination of inflow and infiltration on private
property.
• Continue to maintain the operating efficiency,
minimize sewage blockages, and reduce potential for
inflow and infiltration.
• Continue to review all sanitary sewer mains and
services prior to reconstructing any roadway.
• Eliminate any use of private on-site sewage disposal
systems.
• Continue strict standards and inspections for private
sewer line connections to the public sanitary sewer
system.
• Repair pipes immediately upon detection.
• Continue to eliminate private on-site sewage systems
(only eight remaining).
Page 6
Sanitary Sewers
• Identify all future sanitary sewer facility
improvements in the Capital Improvement Plan.
Ordinances that exist regarding the sanitary sewer system:
• Section 445: Requiring Connections to Sanitary
Sewer
• Section 445: Restricting discharge of clear water into
Sanitary Sewer
SANITARY SEWER SYSTEM - REGIONAL
The collection and treatment of sanitary wastewater are
primary functions of the City of Edina and the Metropolitan
Council. Generally the City's sanitary sewer system flows in
an east to southeasterly direction out of the City to two main
MCES interceptors. Six other minor trunk lines and laterals
also carry flows to surrounding cities and MCES
interceptors. All effluents exiting the City are carried through
MCES interceptors to the Metro Waste Water Treatment
Plant except for about 80 acres in south central Edina that
flows via an MCES interceptor through the City of
Bloomington and onto Seneca Wastewater Treatment Plant.
The MCES interceptors that carry Edina wastewater are
identified as Interceptor Nos. 1MN-345, 1RF-490, 1RF-491,
as depicted on the Sanitary Sewer Drainage Areas Map.
Projected sanitary sewer flows into these interceptors are
shown in the Table below. This table includes the 2000
Sanitary Sewer Improvement Projects that provide a
divergence of a portion of the 1MN-345 interceptor flow to
1RF-490.
Metropolitan Council Sanitary
Sewer Flow Estimates for Edina (MGY)
SERVICE AREA 2000 2005 2010 2015 2020
All interceptors north
of lmn-345
146 146 146 146 146
1MN-345 559 564 570 573 578
1RF-490 201 203 205 206 208
1RF-491 1718 1733 1751 1761 1776
Bloomington
interceptor
56 81 106 131 156
TOTAL 2680 2727 2778 2817 2864
• SANITARY SEWERS
•
OVERVIEW
LOCAL PLANNING
HANDBOOK
The purpose of this section is to initiate goals and policies to
provide for effective, efficient removal of sanitary sewage for
all areas of the City of Edina while also protecting the health,
safety and welfare of our citizens.
Relationship to Comprehensive Plan Requirements
This plan has been prepared in accordance with the current
requirements of the Metropolitan Land Planning Act and the
content of the sewer element included in the Local Planning
Handbook prepared by the Metropolitan Council in 1996.
Relationship to Surface Water Plan
Water Management The City of Edina is preparing a Surface
Plan that is consistent with the goals of the two local
watershed district plans, Minnehaha Creek Watershed
District and Nine Mile Creek Watershed District. The City's
Surface Water Management Plan is expected to be
completed early 1999.
•
SANITARY SEWER SYSTEM - LOCAL
The local sanitary sewer system consists of trunk and lateral
sewer lines that collect and carry sewage to the Metropolitan
Council Environmental Services (MCES) interceptors. There
are no MCES interceptors flowing through the City. Edina's
sewer system is fully developed. A recent report by Toltz,
King, Duvall, Anderson and Associates, Incorporated titled
1997 Evaluation of the City's Sanitary Sewer System
evaluated the City's system.
Existing System
The majority of the system was constructed in the 1940's
and 50's, with some development occurring through the
west half of the City during the 1960's and 70's. The Edina
sanitary sewer system currently serves almost all properties
within the City. The sewer system consists of about 180
miles of trunk and lateral lines, 4800 manholes, and 23 lift
stations. Currently there are seven Hennepin County
regulated Individual Sewage Treatment Systems in the City.
There are two major trunk sewers carrying flows out of the
City to MCES interceptors. Six other minor trunk lines and
laterals also carry flows to surrounding cities and MCES
interceptors.
1 - MN - 345
1 - RF - 490
1 - RF - 491
Page 2
Sanitary Sewers
SANITARY SEWER PIPES
-► LOCAL SANITARY SEWER OUTLETS --►► MCES INTERCEPTORS
LOCAL SANITARY SEWER MAP
The City is divided into 21 basins as determined in the 1983
Infiltration and Inflow Report by Donohue. The City can also
be grouped into three primary drainage areas as determined
by the 1997 Evaluation of the City's Sanitary Sewer System
by Toltz, King, Duvall, Anderson and Associates,
Incorporated (TKDA).
Page 3
Sanitary Sewers
SANITARY SEWER PIPES SANITARY SEWER DISTRICT
LOCAL SANITARY SEWER OUTLETS MCES INTERCEPTORS
LOCAL SANITARY SEWER DRAINAGE MAP
Page 4
Sanitary Sewers
The City's previous and projected sewer flows were also
calculated by TKDA in the 1997 Report and are summarized
in Table below.
SANITARY SEWER FLOWS
YEAR POPULATION FLOWS (MGY)
1979-80 46,073 2664 MGY
1993 46984 2727 MGY
1994 46841 2508 MGY
1995 46845 2559 MGY
1996 47029 2430 MGY
2000 47500 2680 MGY
2005 48000 2727 MGY
2010 48500 2778 MGY
2015 48750 2817 MGY
2020 49000 2864 MGY
System Maintenance & Improvement
The City has aggressively maintained the sanitary sewer
system. The City has implemented a standard jet cleaning
program where all lateral collection piping is cleaned on a
four-to-five year revolving schedule. The main trunk sewers
are not included in the cleaning program based on reliance
of scouring used to flush these pipes. The City also
televises both the trunk lines and laterals to help determine
areas in need of cleaning and improvements.
Due to the age of the system, inflow and infiltration can be
large contributors to high flows during wet periods. The 1997
Evaluation of the City's Sanitary Sewer System by TKDA
reanalyzes the City's I/I problem. The City has recently
undertaken an I/I reduction program that will provide
approximately 40% reduction. All buildings within the City
will be inspected for any potential clear water connection by
mid-1999. Any building with a sump pump system will then
be periodically inspected for clear water connections.
The City is proposing a number of sanitary sewer
improvements within the next five years. These
improvements are determined by a number of factors: age
of the existing system; peak capacity analysis of the system;
and existing design analysis of the system. The
improvements proposed for this system are:
• Rehabilitate six lift stations.
• Lateral line replacement for portions of the
Country Club Subdivision.
• Page 5
Sanitary Sewers
• Redirect trunk line in order to separate existing
service lines from an operating trunk line.
• Rehabilitate manholes including cover
replacement to reconstructing structures.
• Continue and complete the City wide sump pump
inspection program.
• Consider Alternatives to increase conveyance
capacity from drainage Area A as identified in the
1997 Evaluation of the City's Sanitary Sewer
System by TKDA.
• Add an electronic utility data collection system to
monitor the system for capacity and Ill issues.
Goals, Policies, and Ordinances
Operation of the sanitary sewer system is based on the
following goal:
Provide for the present as well as the year 2020
an effective, efficient removal of sanitary sewage
for all areas of the City of Edina while also
protecting the health, safety and welfare of our
citizens.
Policies needed to maintain the system are:
• Continuously monitor sewage flow at principal
metering points to insure capacity of the system.
• Continue and upgrade the monitoring of the local
system through both televising lines and electronic
utility data collection.
• Continue to eliminate points of inflow and infiltration
to the system on public property, and require
elimination of inflow and infiltration on private
property.
• Continue to maintain the operating efficiency,
minimize sewage blockages, and reduce potential for
inflow and infiltration.
• Continue to review all sanitary sewer mains and
services prior to reconstructing any roadway.
• Eliminate any use of private on-site sewage disposal
systems.
• Continue strict standards and inspections for private
sewer line connections to the public sanitary sewer
system.
• Repair pipes immediately upon detection.
• Continue to eliminate private on-site sewage systems
(only eight remaining).
Page 6
Sanitary Sewers
• Identify all future sanitary sewer facility
improvements in the Capital Improvement Plan.
Ordinances that exist regarding the sanitary sewer system:
• Section 445: Requiring Connections to Sanitary
Sewer
• Section 445: Restricting discharge of clear water into
Sanitary Sewer
SANITARY SEWER SYSTEM - REGIONAL
The collection and treatment of sanitary wastewater are
primary functions of the City of Edina and the Metropolitan
Council. Generally the City's sanitary sewer system flows in
an east to southeasterly direction out of the City to two main
MCES interceptors. Six other minor trunk lines and laterals
also carry flows to surrounding cities and MCES
interceptors. All effluents exiting the City are carried through
MCES interceptors to the Metro Waste Water Treatment
Plant except for about 80 acres in south central Edina that
flows via an MCES interceptor through the City of
Bloomington and onto Seneca Wastewater Treatment Plant.
The MCES interceptors that carry Edina wastewater are
identified as Interceptor Nos. 1MN-345, 1RF-490, 1RF-491,
as depicted on the Sanitary Sewer Drainage Areas Map.
Projected sanitary sewer flows into these interceptors are
shown in the Table below. This table includes the 2000
Sanitary Sewer Improvement Projects that provide a
divergence of a portion of the 1MN-345 interceptor flow to
1RF-490.
Metropolitan Council Sanitary
Sewer Flow Estimates for Edina (MGY)
SERVICE AREA 2000 2005 2010 2015 2020
All interceptors north
of 1mn-345
146 146 146 146 146
1MN-345 559 564 570 573 578
1RF-490 201 203 205 206 208
1RF-491 1718 1733 1751 1761 1776
Bloomington
interceptor
56 81 106 131 156
TOTAL 2680 2727 2778 2817 2864